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CONTENTS 


No. 

244,  pt.  1.  Regulation  of  railway  rates,  digest  of  hearings. 
244,  pt.  2.  same,  appendix  9,  Prussian  railway  tariffs. 


3 


59th  Congress, 

1st  Session. 


SENATE. 


Document 

No.  244. 


REGULATION  OF  RAILWAY  RATES. 


DIGEST  OF  THE  HEARINGS 

BEFORE 

THE  COMMITTEE  ON  INTERSTATE  COMMERCE, 
SENATE  OF  THE  UNITED  STATES, 


HELD  FROM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE, 


TOGETHER  WITH  CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE, 

DATED  JULY  3,  1905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  UNITED  STATES  INTERSTATE  COMMERCE  COMMISSION, 

AND 

H.  T.  NEWCOMB. 


DECEMBER  15,  1905. 


February  26,  1906.— Ordered  to  be  printed. 


WASHINGTON: 

GOVERNMENT  PRINTING  OFFICE. 

1906. 


INTERSTATE  COMMERCE  COMMITTEE, 
SENATE  OF  THE  UNITED  STATES. 

STEPHEN  B.  ELKINS,  of  West  Virginia,  Chairman 
SHELBY  M.  CULLOM,  of  Illinois. 

NELSON  W.  ALDRICH,  of  Rhode  Island. 

JOHN  KEAN,  of  New  Jersey. 

JONATHAN  P.  DOLLIVER,  of  Iowa. 

JOSEPH  B.  FORAKER,  of  Ohio. 

MOSES  E.  CLAPP,  of  Minnesota. 

WINTHROP  M.  CRANE,  of  Massachusetts. 
BENJAMIN  R.  TILLMAN,  of  South  Carolina. 
ANSELM  J.  McLAURIN,  of  Mississippi. 

EDWARD  W.  CARMACK,  of  Tennessee. 

MURPHY  J.  FOSTER,  of  Louisiana. 

FRANCIS  G.  NEWLANDS,  of  Nevada. 

Colin  H.  Livingstone, 

Clerk  to  the  Committee. 


TABLE  OF  CONTENTS  TO  APPENDICES  OF  THE  HEARINGS  BEFORE 
THE  COMMITTEE  ON  INTERSTATE  COMMERCE, 


Page. 

Appendix  I.  Interstate-commerce  law,  with  changes  and  amendments  indi¬ 
cated  . 131 

Appendix  II.  Freight  rates  via  railway  routes .  167 

Appendix  III.  Long  and  short  haul  rates .  239 

Appendix  IV.  Freight  rates  by  water  routes .  485 

Appendix  V.  Import  rates .  583 

Appendix  VI.  Concentration  of  railway  control . 629 

Appendix  VII.  Synopsis  of  cases  of  alleged  discrimination  other  than  in  tariff 

rates . 685 

Appendix  VIII.  Statistics  of  railways  in  the  United  States .  775 


3 


REGULATION  OF  RAILWAY  RATES. 


Senate  of  the  United  States, 

Committee  on  Interstate  Commerce, 

Washington ,  D.  C. ,  July  3 ,  1905. 

Prof.  H.  C.  Adams, 

H.  T.  Newcomb,  Esq., 

Washington ,  D.  C. 

Gentlemen:  Under  Senate  resolution  adopted  March  2,  1905  (copy 
of  which  I  herewith  inclose),  you  have  been  appointed  experts  by  the 
Interstate  Commerce  Committee  to  collect  facts,  data,  and  statistics 
which  will  aid  the  committee  in  its  investigation  and  furnish  material 
for  a  report.  In  nry  personal  interviews  Avith  you  in  reference  to  your 
duties  under  the  resolution  I  indicated  in  a  general  way  what  the  com¬ 
mittee  wished  at  your  hands,  stating  later  on  I  would  go  more  into 
detail  in  writing.  The  committee  desires  the  following: 

First.  A  brief  statement  giving  in  a  general  way  the  history  of  the 
building,  progress,  and  development  of  railroads  in  the  United  States. 

Second.  A  digest  of  the  hearings  had  before  the  committee,  giving 
the  substance  of  the  statements  and  facts,  so  that  those  interested  will 
be  able  to  get  a  clear  understanding  of  the  same  without  going  through 
the  statements  in  detail. 

Third.  Collect  and  put  in  proper  shape  all  useful  data,  information, 
figures,  facts,  and  statistics  bearing  on  the  rates,  mileage,  construc¬ 
tion,  operation,  stock  and  bonded  indebtedness,  gross  and  net  receipts, 
and  gross  and  net  earnings  of  railroads  in  the  United  States. 

Fourth.  Make  comparisons  for  the  last  thirty  years,  by  years  or 
periods  of  five  years,  of  the  capitalization,  cost,  stock,  and  bonded 
indebtedness  per  mile,  average  freight  and  passenger  rates  per  mile, 
gross  and  net  receipts  per  mile,  gross  and  net  earnings  per  mile,  and 
the  distribution  of  the  same-,  as  well  as  the  wages  paid  and  distribution 
of  the  same  with  those  of  foreign  railroads. 

Fifth.  State  the  number  of  miles  of  standard  and  narrow  gauge  rail¬ 
road  in  the  United  States  on  June  30,  1905,  number  of  cars  and  loco¬ 
motives,  value  of  the  same,  and  value  of  all  railroads  and  railroad 
property,  area,  population,  and  number  of  miles  of  railroad  in  each 
State  and  Territory  of  the  United  States,  number  of  miles  of  railroad 
in  the  Southern,  Northern,  Middle  West,  and  Pacific  coast  States,  the 
average  freight  and  passenger  rates  in  periods  of  five  years  for  the  last 
thirty  years,  as  compared  with  the  freight  and  passenger  rates  of  rail¬ 
roads  in  foreign  countries.  Number  of  railway  corporations  in  the 
United  States  and  mileage  of  each;  number  of  railroads  combined  into 
systems,  and  what  territory  each  system  covers,  and  the  mileage 
thereof. 


5 


6 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Sixth.  The  differentials  to  the  Atlantic,  Gulf,  and  Pacific  coast  ports 
from  interior  points  and  differentials  from  interior  points  to  other 
interior  points;  why  and  how  these  differentials  exist  and  are  main¬ 
tained  and  the  results;  whether  their  maintenance  is  in  the  public 
interest,  and  if  they  should  be  abolished  would  the  results  be  favor¬ 
able  or  unfavorable  on  the  shipment  of  agricultural  and  manufactured 
products  for  consumption  in  the  United  States  and  for  foreign  use. 

Seventh.  The  distance  and  rates  of  freight  from  Missouri  and  Ohio 
river  points  and  principal  points  in  the  Southwest  and  Northwest  to 
the  Pacific,  Gulf,  and  Atlantic  seaports. 

Eighth.  The  average  through  rates  for  the  last  thirty  years  in 
periods  of  five  years  on  all  products  from  interior  points  in  the  U  nited 
States  to  Europe,  South  America,  and  the  Orient.  Ocean  rates  on  grain 
and  manufactured  products  from  Atlantic  ports  to  Pacific  ports  as  well 
as  foreign  ports;  also  the  rates  partly  by  water  and  partly  by  rail 
between  Atlantic  and  Pacific  ports.  J oint  through  rates  by  land  and 
water  to  and  from  important  points  in  the  United  States  and  to  and 
from  such  points  in  the  United  States  and  foreign  countries.  The 
joint  through  rates  on  products  of  the  United  States  shipped  over  the 
Canadian  and  Maxican  railroads;  the  rates  on  agricultural  and  man¬ 
ufactured  products  shipped  from  the  United  States  and  Canada  for  the 
last  thirty  years  to  foreign  countries;  the  rates  b}r  all -water  shipments 
from  Chicago  and  other  lake  points  to  Europe  and  South  America; 
the  rates  on  grain  and  other  agricultural  products  from  Canada  to 
European  ports,  as  compared  with  the  rates  in  the  United  States,  and 
on  grain  from  the  United  States  shipped  through  Canada  to  foreign 
countries. 

The  joint  rates  to  Pacific  and  Atlantic  ports  on  agricultural  and 
other  products  shipped  partly  through  Canada  and  partly  through  the 
United  States.  The  average  export  and  import  rates  for  the  last 
thirty  years,  in  periods  of  ten  j^ears,  on  all  products  shipped  to  and 
from  the  United  States.  The  through  import  rates  from  foreign 
countries  and  export  rates  to  foreign  countries  on  agricultural  and 
other  products  as  compared  with  the  rates  on  same  products  shipped 
to  points  in  the  United  States  for  domestic  consumption.  The  average 
ocean  rates  from  all  Atlantic,  Pacific,  and  Gulf  ports  to  foreign  coun¬ 
tries  as  far  as  can  be  obtained,  for  the  last  thirty  years,  in  periods  of 
five  years. 

Ninth.  What  has  been  the  reduction  of  passenger  and  freight  rates 
on  the  railroads  of  the  United  States  as  compared  with  those  on  foreign 
railroads,  for  the  last  thirty  years,  in  periods  of  five  years. 

Tenth.  Changes  in  commodity  and  car-load  rates  and  in  the  classifi¬ 
cation  of  freight  in  the  last  thirty  years,  and  the  results  from  such 
changes. 

Eleventh.  The  percentage  of  advantage  to  points  reached  by  joint 
rail  and  water  rates  or  all  water  rates  over  those  reached  onlv  by  rail. 

Twelfth.  State  the  average  capitalization,  bonded  cost  and  stock  cost 
per  mile  of  railroads  in  the  United  States.  The  average  cost  of  railway 
material  and  equipment,  and  the  average  capacity  of  freight  and  pas¬ 
senger  cars  for  the  last  thirty  years,  in  periods  of  five  years.  Average 
wages  paid  for  the  last  thirty  years,  in  periods  of  five  years,  to  rail¬ 
way  employees,  whether  the  same  has  increased  or  decreased,  and  dis¬ 
tribution  of  the  same;  also  percentage  of  increase  in  the  number  of 
employees  during  the  same  period. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


7 


The  increase  in  the  mileage  and  rolling  stock  of  railroads  during  the 
last  thirty  years  and  the  increase  in  the  passenger  and  freight  traffic 
in  the  same  time. 

The  percentage  of  increase  in  revenue  during  the  last  thirty  years, 
and  from  what  source  is  this  increase  in  revenue  derived;  also  per¬ 
centage  of  increase  in  expenditures  and  to  what  this  increase  is  due. 

The  increase  in  cost  of  labor  and  whether  the  same  is  due  to  an 
average  advance  in  wages,  also  the  increase  or  reduction  in  the  cost  of 
fuel. 

The  average  pay  of  railway  employees  in  the  United  States  as  com¬ 
pared  with  those  of  foreign  countries;  the  average  pay  of  enginemen, 
firemen,  conductors,  office  clerks,  station  agents,  and  machinists  as 
compared  with  like  employees  on  railroads  in  foreign  countries. 

The  increase  in  railway  equipment  for  the  last  thirty  years,  in 
periods  of  five  years,  and  the  aggregate  cost  of  the  same;  also  cost  of 
the  safety  appliances  required  by  law,  and  cost  of  their  maintenance. 

During  the  last  thirty  years  what  railroad  companies  in  the  United 
States  paid  interest  on  bonds  and  dividends  and  those  that  did  not; 
and  the  years  in  which  interest  and  dividends  were  paid  and  the  years 
not. 

What  railroads  during  the  last  thirty  years  have  been  reorganized 
by  going  into  the  hands  of  a  receiver  or  otherwise,  and  state  their 
mileage  and  capitalization. 

State  the  number  of  stock  and  bondholders  of  railroads  and  number 
of  employees  and  their  compensation;  also  corporations  holding  the 
bonds  and  stock  of  said  railroads  for  the  year  ending  June  30,  1905. 

How  much  or  what  percentage  of  the  gross  earnings  of  railroads  in 
1904  went  to  pay  employees,  to  purchase  fuel,  to  pay  taxes,  interest 
on  bonds,  and -how  much  went  to  pay  dividends. 

What  has  been  the  percentage  of  increase  in  the  value  of  railroads, 
increase  in  their  gross  and  net  income,  in  the  last  ten  years. 

Thirteenth.  State  how  the  gross  earnings  of  railroads  in  the  United 
State  were  distributed  in  1904  and  1905,  if  available,  and  what  propor¬ 
tion  labor  and  capital  shared  in  the  gross  earnings  as  compared  with 
those  of  England,  Germany,  France,  Belgium,  Italy,  and  Switzerland. 

State  the  number  of  complaints  that  have  been  made  to  the  Inter¬ 
state  Commerce  Commission  since  its  organization  and  how  many  have 
been  settled  without  formal  proceedings,  how  many  under  decisions  of 
the  Interstate  Commerce  Commission,  and  how  many  by  suit;  how 
many  on  which  suit  has  been  brought  in  the  courts  have  been  for 
excessive  or  extortionate  rates,  and  what  disposition  has  been  made  of 
the  cases  appealed  from  the  decisions  of  the  Interstate  Commerce 
Commission  and  the  result;  the  time  cases  were  pending  before  the 
Commission  and  in  courts. 

Fourteenth.  State  whether  or  not  the  present  system  of  bookkeep¬ 
ing  by  interstate  commerce  railroads  and  reports  now  required  by  law 
can  be  improved  upon  and  a  better  and  more  uniform  system  adopted 
that  would  lead  to  the  detection  of  evils,  abuses,  discriminations,  and 
payments  of  rebates,  and  what  would  be  the  probable  cost  of  making 
any  change  in  the  present  method. 

Fifteenth.  Data  and  statistics  showing  accidents  and  deaths  on  rail¬ 
roads  of  the  United  States  and  railroads  of  foreign  countries.  All 
data,  statistics,  and  figures  showing  the  prevention  of  accidents  and 
saving  of  life  b}7  the  adoption  of  the  safety  appliances  by  the  various 


8 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


railroads,  in  pursuance  of  acts  of  Congress,  making  comparisons  with 
the  accidents  and  deaths  on  railroads  of  the  United  States  with  those 
of  foreign  countries. 

Sixteenth.  All  data,  facts,  figures,  and  information  showing  any 
preferences,  advantages,  discriminations,  rebates,  abuses,  evils,  and 
injustices  growing  out  of  or  due  in  any  way  to  the  operation  of  rail¬ 
roads  and  to  the  use  of  private  or  refrigerator  cars,  switching  or  ter¬ 
minal  charges,  routing,  freight  and  connecting  arrangements  between 
railroads,*  and  connecting  arrangements  and  contracts  between  inter 
state  railroads  and  lateral  or  branch  lines  connecting  with  such  inter¬ 
state  railroads  or  trunk  lines  or  any  connecting  arrangements  or 
contracts  between  railroads  in  the  United  States  and  railroads  in  for¬ 
eign  countries,  or  any  arrangements  made  by  and  between  railroads 
in  the  United  States  and  steamship,  lake,  and  river  lines  of  transpor¬ 
tation;  also  the  usual  allowance  made  to  short  connecting  or  branch 
lines  by  interstate  or  trunk  line  railroads  for  originating  freight. 

Seventeenth.  How  much  does  the  present  average  freight  rate  on 
railroads  of  the  United  States  add  to  the  cost  of  articles  and  products 
to  the  consumer;  and  how  much  does  the  average  freight  rate  on  for¬ 
eign  railroads  add  to  the  cost  of  products  and  articles  to  the  consumer? 

Eighteenth.  Compare  results  of  transportation  in  States  that  have 
provided  by  law  for  regulation  of  rates  with  those  that  have  not;  and 
in  States  and  foreign  countries  where  governmental  regulations  have 
been  adopted,  what  has  been  the  result? 

The  information  asked  for  is  for  the  purpose  of  aiding  the  com¬ 
mittee  and  furnishing  material  for  a  report,  as  above  stated.  The 
committee  does  not  desire  you  to  make  a  report  or  express  an  opinion 
or  any  conclusion  on  the  data,  statistics,  and  comparisons  you  may 
bring  together. 

It  is  earnestly  desired  by  the  committee  that  you  furnish  this  infor¬ 
mation  to  the  committee,  in  proper  form,  at  least  three  weeks  before 
the  regular  session  of  Congress,  or  an  extra  session  if  one  should  be 
called.  It  is  my  purpose  to  call  the  committee  together  about  a  month 
before  Congress  meets  with  a  view  to  framing  a  bill  and  preparing  a 
report. 

Nineteenth.  All  data,  facts,  figures,  and  statistics  are  to  be  collected 
and  taken  only  from  official  sources,  and  where  they  can  not  be 
obtained  from  official  sources,  then  from  the  most  authentic  sources, 
all  sources  of  information  to  be  given. 

Very  truly,  yours,  S.  B.  Elkins. 


Washington,  D.  C. 

Hon.  Stephen  B.  Elkins, 

Chairman  of  the  Senate  Committee  on  Interstate 
Commerce. 

Sir:  Pursuant  to  the  above  letter  of  instructions,  the 
undersigned  have  the  honor  to  submit  their  report.  It  has 
not  been  found  possible  in  the  short  time  at  our  disposal  to 
answer  in  detail  every  question  contained  in  your  letter. 
Especially  is  this  true  concerning  the  request  for  a  com¬ 
parative  statement  of  the  methods  and  results  of  railway 


DIGEST  OF  HE  AKIN  GS  ON  RAILWAY  RATES. 


9 


operations  in  this  country  and  in  the  countries  of  Europe. 
A  cursory  comparison  could  of  course  have  been  made, 
but  it  would  have  been  insufficient  for  the  purpose  for 
which  it  was  requested  on  account  of  the  radical  differ¬ 
ences  that  exist  between  the  character  of  the  industries 
served  by  the  railways  in  the  respective  countries  and  the 
marked  divergence  in  methods  of  administration  and  forms 
of  accounts. 

Completely  to  have  rendered  the  service  which  the 
letter  contemplates  in  this  regard  would  have  required 
a  detailed  and  comprehensive  investigation  into  the  legis¬ 
lative  conditions  and  statistical  results  of  continental  rail¬ 
ways,  as  also  the  operating  rules  and  financial  principles 
under  which  they  are  administered.  If  the  committee 
desires  exhaustive  information  of  this  class,  it  will,  in  our 
opinion,  be  necessary  to  provide  for  a  special  investigation. 

It  would  have  been  impossible  to  secure  many  of  the  data 
in  this  report  in  time  for  the  use  of  the  committee,  had  it 
not  been  for  the  courtes}^  extended  by  the  Interstate  Com¬ 
merce  Commission.  The  compilation  of  internal  railway 
rates  was  made  in  the  auditor’s  office  under  the  direction 
of  Mr.  J.  M.  Smith,  auditor  of  the  Commission;  the  sta¬ 
tistical  tables  from  1880  to  1901  are  from  unpublished 
material  prepared  by  the  Division  of  Statistics;  while  the 
compilation  of  complaints  of  rate-cutting  is  based  upon  an 
examination  by  Mr.  Harold  M.  Bowman,  of  the  dockets  of 
both  formal  and  informal  complaints  submitted  to  the  Com¬ 
mission  during  the  eighteen  years  of  its  existence,  now  in 
the  possession  of  the  secretary’s  office. 

The  compilation  showing  the  Concentration  of  Railway 
Control  in  the  United  States  was  prepared  by  Mr.  William 
J.  Meyers,  from  data  in  the  office  of  the  Statistician  to 
the  Interstate  Commerce  Commission.  Acknowledgment 
should  be  made  of  the  assistance  rendered  by  Mr.  C.  C. 
McCain,  former  auditor  of  the  Interstate  Commerce  Com¬ 
mission,  now  commissioner  of  the  Association  of  Lake 
Lines,  who  collected  and  compiled  the  freight  rates  for 
ocean  and  foreign  traffic  found  in  an  appendix  to  this 
report.  It  is  also  proper  to  make  public  recognition  of 
the  courtesy  of  railway  officials  whose  answers  to  the  let¬ 
ters  addressed  to  them  by  the  chairman  of  this  committee 
upon  long  and  short  haul  rates  and  import  rates  are  to  be 
found  in  appendices. 

The  authors  of  this  report  have  held  constantly  in  mind 
the  present  legislative  situation,  so  far  as  the  relation  of 
Government  to  railways  is  concerned,  and  have  assumed 
that  the  committee  desires,  above  all  else,  its  comprehen¬ 
sive  and  systematic  presentation,  whether  disclosed  in  the 
testimony  submitted  by  witnesses  that  have  appeared  be¬ 
fore  the  committee,  in  the  records  of  the  administrative 
experience  of  the  Interstate  Commerce  Commission,  or 
in  the  decisions  of  the  courts  when  dealing  with  railway 
questions.  The  measure  of  the  usefulness  of  such  a  report 


Appendix  II. 

Appendix  VIII. 
Appendix  VII. 

Appendix  VI. 


Appendix  IV. 

Appendix  III. 
Appendix  V. 


10 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


must  be  the  extent  to  which  it  gives  concrete  expression 
to  fundamental  principles  and  makes  plain  the  technical 
difficulties  attending  efforts  to  formulate  a  statute  which 
will  enforce  whatever  principles  have  Congressional  ap¬ 
proval. 

As  a  substitute  for  an  estimate  of  the  value  of  railwa}7 
property  requested  in  your  letter,  attention  is  called  to 
Bulletin  21,  published  by  the  Bureau  of  xthe  Census,  upon 
A  Commercial  Valuation  of  Railway  Operating  Property 
in  the  United  States,  1904.  This  estimate  of  valuation 
was  made  under  the  joint  auspices  of  the  Interstate  Com¬ 
merce  Commission  and  the  Bureau  of  the  Census.  It 
shows  the  commercial  value  of  the  operating  property  as 
computed  for  the  year  1904  to  be  $11,244,852,000.  Its 
estimate  of  the  value  of  Pullman  cars  was  $51,000,000  and 
of  private  cars,  $72,000,000.  The  following  table,  taken 
from  that  report,  shows  the  distribution  of  this  estimated 
valuation,  exclusive  of  the  valuation  of  Pullman  cars  and 
private  cars. 


Table  1. — Showing  the  commercial  value  of  railway  property  devoted  to 
transportation  in  the  several  States  and  Territories  as  of  June  30, 1904- 


State,  Territory,  or  District. 

Commercial 
value  of  rail¬ 
way  operating 
property  as  of 
June  30,  1904. 

Per  cent 
of  total 
for 

United 

States. 

Rank 

of 

State. 

Number  of 
miles  of 
single  track 

A  verage 
value 
per  mile. 

United  States . 

a  $ 11 , 244 , 852 , 000 

100. 000 

213, 932. 13 

$52, 600 

Alabama . 

150,211,000 

1.336 

24 

4, 669. 35 

32, 200 

Arkansas . 

124, 626, 000 

1.109 

27 

4, 126.  44 

30, 200 

California . 

350, 694, 000 

3. 119 

8 

6,262.54 

56, 000 

Colorado . 

198,261,000 

1.764 

19 

4, 976.  24 

39, 800 

Connecticut . 

105, 369, 000 

.937 

32 

1,017.72 

103,500 

Delaware . 

17, 285, 000 

.154 

49 

335.  93 

51, 500 

Florida . 

80, 467, 000 

.716 

37 

3, 555. 84 

22,600 

Georgia  . .  . 

156,  603,  000 

1.392 

22 

6, 304.  72 

24, 800 

Idaho . 

91,877,000 

.817 

34 

1,461.53 

62, 900 

Illinois . 

805, 057, 000 

7.159 

3 

11,622.74 

69, 300 

Indiana . 

375, 541,  (TOO 

3.340 

6 

6,  917.  85 

54, 300 

Iowa . 

344, 847, 000 

3.  067 

9 

9, 859. 23 

35,  000 

Kansas . 

356, 356, 000 

3. 159 

7 

8, 811.43 

40, 400 

Kentucky . 

155, 772, 000 

1,385 

23 

3, 253.  00 

47, 900 

Louisiana . 

123,401,000 

1.097 

28 

3, 898.  74 

31,600 

Maine  . . 

80, 146,  000 

.713 

38 

2,021.58 

39, 600 

Maryland . 

132, 342, 000 

1.177 

25 

1,421.10 

93,100 

Massachusetts . 

2.50, 052, 000 

2.224 

15 

2,118.  75 

118, 000 

Michigan . 

277, 597,  000 

2. 469 

13 

8,  660.  29 

32,100 

Minnesota . 

466,  734, 000 

4. 151 

5 

7,811.04 

59,  800 

Mississippi . 

107, 884, 000 

.959 

31 

3, 480. 25 

31,000 

Missouri . 

309,  768, 000 

2.  755 

11 

7,711.05 

40, 200 

Montana . 

196, 209, 000 

1.745 

20 

3,267.10 

60,100 

Nebraska . 

263, 170, 000 

2.340 

14 

5,  820.  88 

45, 200 

Nevada  . 

43, 745, 000 

.389 

46 

986.  56 

44, 300 

New  Hampshire . 

79,  786, 000 

.709 

39 

1, 275. 97 

62,  500 

New  Jersey . 

a  333, 568, 000 

2. 966 

10 

2, 277.  85 

146, 400 

New  York . 

a 898, 222, 000 

7.988 

2 

8, 297.  29 

108, 300 

North  Carolina . 

113,146,000 

1.006 

30 

4, 075. 00 

27, 800 

North  Dakota . 

123,390,000 

1.097 

29 

3,190. 77 

38,700 

Ohio . 

689,  797,  000 

6.134 

4 

9,196.88 

75, 000 

Oregon . 

75,  661, 000 

.673 

42 

1,736.84 

43,600 

Pennsylvania . 

1 , 420,  608, 000 

12. 633 

1 

11,023.24 

128,900 

Rhode, Island . 

25, 719, 000 

.229 

48 

211.89 

121,400 

South  Carolina . 

75,  500, 000 

.671 

43 

3, 175. 28 

23,  800 

South  Dakota . 

49,  646, 000 

.441 

45 

3,047.14 

16,300 

Tennessee . 

131, 166, 000 

1. 167 

26 

3, 480. 83 

37,700 

Texas . 

237,718,000 

2. 114 

16 

11,848.03 

20, 100 

a  Exclusive  of  Jersey  City  ferries  of  the  Pennsylvania  Railroad  system.  The  value 
of  this  ferry  property  is  $5, 698,000. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES.. 


11 


Table  1. — Showing  the  commercial  value  of  railway  property  devoted  to 
transportation  in  the  several  States  and  Territories ,  etc. — Continued. 


State,  Territory,  or  District. 

Commercial 
value  of  rail¬ 
way  operating 
property  as  of 
June  30, 1904. 

Per  cent 
of  total 
for 

United 

States. 

Rank 

of 

State. 

Number  of 
miles  of 
single  track. 

Average 
value 
per  mile. 

Utah . 

$90, 325, 000 

.  S03 

35 

1, 779. 69 

$50, 800 

Vermont . 

37,311,000 

.332 

47 

1,063.25 

35, 100 

Virginia . 

211, 315,  000 

1.879 

17 

3, 932. 33 

53, 700 

Washington . 

182, 837, 000 

1. 626 

21 

3, 355. 83 

54, 500 

West  Virginia . 

201, 799, 000 

1.795 

18 

2,  836. 83 

71,000 

Wisconsin . 

284,510, 000 

2.  530 

12 

7, 048.  76 

40, 400 

Wyoming . 

100, 307, 000 

.892 

33 

1, 247.  70 

80,  400 

Alaska  . 

100, 000 

.001 

51 

27. 79 

3, 600 

Arizona . 

68, 356,000 

.608 

44 

1,751.35 

39, 000 

District  of  Columbia . 

5, 578, 000 

.049 

50 

32.00 

174, 300 

Indian  Territory . 

79, 405, 000 

.706 

40 

2, 532.  00 

31, 400 

New  Mexico . 

86, 400, 000 

.768 

36 

2,  504. 66 

34, 500 

Oklahoma . 

78, 668, 000 

' 

.700 

41 

2,611.03 

30, 100 

This  Bulletin  contains  an  explanation  of  the  method  of 
arriving-  at  the  figures  submitted  in  the  above  summary. 

As  bearing  upon  their  correct  interpretation,  the  follow¬ 
ing  quotation  is  pertinent: 

The  valuation  submitted  in  this  report  may  be  properly  defined  as 
the  commercial  value  of  property  used  by  railways  in  connection  with 
the  business  of  transportation.  By  “commercial  value”  is  meant  the 
estimate  placed  upon  the  worth  of  property  regarded  as  a  business 
proposition.  This  must,  of  course,  be  the  market  estimate  and  not 
the  arbitrary  estimate  of  a  public  official.  The  two  fundamental  con¬ 
siderations  by  which  the  market  is  influenced  in  placing  a  value  upon  census  Bulle- 
property  when  bought  or  sold  are  the  expectation  of  income  arising  tin  No.  21,  p.  8. 
from  the  use  of  the  property  and  the  strategic  significance  of  the 
property.  These  two  considerations  are  made  the  basis  of  the  valua¬ 
tion  of  railway  property  submitted  in  this  report.  The  material  made 
use  of  in  this  valuation  is,  first,  the  operating  and  financial  accounts 
of  the  railways;  second,  inter- rail  way  contracts  and  agreements,  and, 
third,  the  published  records  of  the  stock  market. 

This  is  no  place  to  enter  upon  a  discussion  of  the  nature  and  classi¬ 
fication  of  different  kinds  of  value,  but  a  word  of  caution  may  be 
allowed  in  order  to  guard  against  an  unwarranted  use  of  the  figures 
here  submitted.  The  commercial  valuation  of  railway  property,  in  so 
far  as  it  depends  on  income  arising  from  the  sale  of  transportation,  is 
the  result,  among  other  things,  of  an  established  schedule  of  freight 
and  passenger  rates,  from  which  it  follows  that  such  a  valuation  can 
not  be  used  for  determining  the  reasonableness  or  unreasonableness  of 
the  rates  in  question.  The  solution  of  the  rate  problem  demands  a 
separate  valuation  of  the  physical  property. 

The  importance  of  a  comparative  study  of  the  conflict¬ 
ing  opinions  of  witnesses  relative  to  fundamental  indus¬ 
trial  principles  of  general  application  becomes  evident 
when  it  is  recognized  that  they  are  regarded  as  the  con¬ 
trolling  considerations  for  the  adoption  or  rejection  of  the 
plans  for  remedial  legislation  to  be  considered  by  the  com¬ 
mittee. 

ECONOMIC  PRINCIPLES. 

Any  discussion  that  brings  into  prominence  the  relation 
of  government  and  industry  is  forced  to  place  a  compara¬ 
tive  estimate  upon  two  agencies  for  the  control  of  indus¬ 
trial  conduct.  These  agencies  are  voluntary  association 


12 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


and  governmental  supervision.  The  former  relies  for  effi¬ 
ciency  upon  the  mutual  interest  of  contracting  parties; 
the  latter  brings  into  play  all  those  familiar  rules  and 
maxims  that  are  suggested  by  the  term  ‘'public  policy.” 

Those  who  rely  upon  the  former  believe  that  industry 
contains  within  itself  means  for  the  correction  of  the  evils 
which  its  progress  develops,  while  those  who  support  the 
latter  believe  that  the  agencies  of  enlightened  government 
can  exercise  a  sufficiently  intelligent  and  far-sighted  con¬ 
trol  over  business  to  enable  the  State  to  eliminate  all  evils 
of  which  complaint  may  justly  be  made  and  to  promote 
general  social  welfare.  The  testimon}7  submitted  to  the 
committee  discloses  a  wide  range  of  opinion  so  far  as 
fundamental,  industrial,  and  economic  principles  are  con¬ 
cerned. 

Those  witnesses  who  oppose  the  further  extension'  of 
statutory  restraints  upon  the  administration  of  railway 
properties  argue  that  the  commercial  restraints  are  ade¬ 
quate,  that  competition,  if  not  that  of  rival  routes,  at  least 
that  of  markets  and  of  consumers  and  producers,  is  both 
permanent  and  efficient,  and  that  the  public  iinds  more 
effective  protection  against  maladministration  of  railway 
property  in  the  enlightened  self-interest  of  railway  officers 
and  owners,  on  the  one  hand,  and  that  of  the  traveling  and 
shipping  public  on  the  other,  than  it  could  have  at  the 
hands  of  any  administrative  agency. 

The  advocates  of  further  legislation,  on  the  other  hand, 
urge  that  the  commercial  restraints  contemplated  by  the 
common  law  of  industry  fail  to  work  satisfactorily  when 
applied  to  the  business  of  railway  transportation,  that  the 
regime  of  free  contract  neither  can  nor  does  apply,  and 
that  there  is  frequently  a  conflict  between  the  private 
interest  of  a  railway  corporation  and  the  public  interest  of 
the  community  which  the  corporation  serves.  These  diver¬ 
gent  opinions  are  fundamental  to  the  proper  appreciation 
of  the  question  under  consideration  and  for  that  reason 
mav  be  given  somewhat  at  length. 

The  president  of  the  Boston  and  Maine  Railroad  says: 

Mr.  Tuttle,  Self-interest  to  the  railroad  is  a  governing  factor  in  this  matter. 

There  is  no  mystery  about  the  management  of  a  railroad  or  its  opera¬ 
tion.  Its  business  must  be  conducted  upon  exactly  the  same  lines  as 
any  other  trade  or  commercial  business  in  the  world.  It  depends  for 
its  life,  for  its  income,  upon  the  transportation  of  the  property  of  its 
customers. 


Mr.  Hill,  1474. 


Another  witness  urges,  that  ‘'the  principle  of  copart¬ 
nership  precludes  anything  of  that  sort” — that  is  to  say, 
any  disregard  of  the  interest  of  the  public  and  the  shipper. 
The  president  of  the  Great  Northern  Railroad  says: 


You  (that  is  to  say,  the  railroad  manager)  must  enable  the  man 
who  lives  on  a  farm,  or  works  in  the  forest,  or  in  the  mines,  to  carry 
on  his  work  with  a  profit  or  he  will  cease  to  work  and  your  investment 
becomes  worthless.  *  *  *  You  are  charged  with  the  prosperity 
of  every  man  on  the  line  of  the  road,  if  he  works-. 


Another  form  in  which  this  same  idea  is  presented  is 
that  there  is  nothing  so  peculiar  about  the  manufacture 


DIGEST  OP  HEARINGS  ON  RAILWAY  RATES. 


13 


and  sale  of  transportation  as  to  warrant  the  proposed 
treatment  at  the  hands  of  Congress.  The  adjustment  of 
rates  through  the  agency  of  traffic  officers,  it  is  claimed, 
is  an  adjustment  in  response  to  natural  law. 

The  president  of  the  Delaware  and  Hudson  Canal  Com¬ 
pany  says: 

The  transportation  service  is  similar  to  any  other  service,  and  its  Mr.  Wilcox, 
price  can  not  be  successfully  controlled  by  statute,  but  must  depend  3632’  3633> 
on  *  *  *  natural  laws.  The  most  potent  cause  of  the  downward 
course  of  rates  in  the  past  has  been  not  the  statutes  nor  the  Commis¬ 
sion,  but  the  pressing  commercial  necessities  of  shippers  and  con¬ 
sumers,  and  the  efforts  of  traffic  officials  to  meet  them. 

The  president  of  the  Illinois  Central  Railroad  expresses 
his  views  as  follows: 

We  have  had  a  free  contest,  so  far,  but  under  this  bill  (the  Esch-  Mr*  Flsh>  277* 
Townsend  bill)  it  is  sought  to  put  the  power  of  fixing  rates  in  the 
hands  of  a  Government  commission  which  is  going  to  hamper  the  con¬ 
test  and  bring  in  as  controlling  the  situation,  in  lieu  of  supply  and 
demand  the  world  over,  the  ipsi  dixit  of  a  Government  official. 

The  witness  denies  that  traffic  managers  have  any  con¬ 
trol  over  rates,  as  ma}^  be  read  from  wffiat  follows: 

Senator  Newlands.  The  railroad  companies  do  have  some  people, 
however,  who  fix  these  rates,  do  they  not? 

Mr.  Fish.  They  find  a  certain  number  of  elements  in  the  problem  Mr,  Fish,  280. 
and  then  they  work  out  the  problem,  that  we  can  move  a  certain  com¬ 
modity  at  a  certain  rate;  the  conditions  are  such  that  in  order  to  move 
it  it  is  necessary  to  do  certain  things,  and  when  we  can  do  those 
things  and  meet  those  conditions  then  we  contract  to  make  that 
movement. 

The  Chairman.  It  is  the  conditions  that  govern? 

Mr.  Fish.  The  conditions  govern. 

The  chairman  of  the  trade  and  transportation  committee 
of  the  New  York  Produce  Exchange  urges  that  railways— 

*  *  *  Should  be  permitted  to  find  their  basis  in  the  compe¬ 
tition  of  the  day,  which  from  the  nature  of  things  must  govern  the 
carriers  so  long  as  they  are  free  to  establish  the  rates  in  the  interest  Mr.  Parker, 
of  territorial  and  industrial  development,  and  upon  which  *  *  " 

the  continued  expansion  of  our  commercial  interests  are  primarily 
dependent. 

One  further  quotation  may  be  permitted,  as  it  indicates 
the  machinery  through  which  the  private  interest  of  the 
corporations  may  become  enlightened: 

There  are  several  thousand  of  these  general  officers,  and  each  of  Vining, 
them  has  under  him  a  large  force  of  station  agents  and  other  employees 
to  report  to  him  and  assist  him  in  the  proper  performance  of  his  work. 

These  men  are  scattered  throughout  the  country  from  one  boundary 
to  the  other,  and  there  is  no  place  of  any  importance  whatever  that 
has  not  at  least  a  station  agent  who  is  interested  in  the  prosperity 
of  his  town,  which  necessarily  involves  the  prosperity  of  its  manufac¬ 
turers  and  producers.  He  is,  therefore,  prepared  to  listen  to  any  rep¬ 
resentation  that  these  may  make  as  to  disadvantages  which  limit  their 
business  and  as  to  proposed  changes  by  which  it  could  be  increased. 

These  are  reported  to  the  railroad  headquarters,  and  it  is  the  business 
of  the  head  of  the  traffic  department  to  give  them  prompt  and  careful 
consideration.  Woe  be  to  him  if  he  does  not!  His  position  is  natu¬ 
rally  dependent  upon  his  success  in  assisting  in  the  development  of 
the  natural  resources  of  his  road.  If  the  business  does  not  increase, 
the  railroad  directors  naturally  look  about  for  another  man  who 
knows  how  to  bring  about  an  increase,  and  the  incompetent  traffic 
man  thus  soon  loses  his  place. 


14 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Clements, 
3016. 


Mr. Bacon,  1781. 

Mr.  Prouty, 
2881. 


If  the  economic  theory  suggested  by  the  above  quota  - 
tation  approves  itself  to  Congress  (and  this  theory  was 
expressed  either  directly  or  by  implication  by  a  large 
number  of  witnesses  who  appeared  before  the  committee) 
it  is  evident  that  the  current  demand  for  further  statu¬ 
tory  restraint  is  both  illogical  and  impolitic. 

Not  all  the  witnesses,  however,  subscribed  to  this  theory 
of  industrial  control,  although  but  few  expressions  in  op¬ 
position  to  it  are  to  be  found.  A  member  of  the  Inter¬ 
state  Commerce  Commission  expressed  himself  as  follows: 

I  do  not  know  any  other  department  of  life,  any  other  line  of  busi¬ 
ness,  in  which  *  *  *  the  law-making  power  leaves  the  interest 
of  one  party  *  *  *  to  the  protection  of  the  self-interest  of  the  other 
party.  It  would  hardly  be  assumed  to  be  found  a  sound  basis  for  the 
ascertainment  and  administration  of  justice  anywhere  else  *  *  * 
that  the  rightful  and  lawful  interest  of  one  party  to  the  transaction 
can  be  left  for  its  protection  to  the  self-interest  of  the  other  party. 


The  absence  of  more  direct  testimony  against  the  doc¬ 
trine  of  enlightened  self-interest  is  not  to  be  interpreted, 
however,  as  a  concession  on  the  part  of  the  majority  of 
witnesses  that  commercial  considerations  are  an  adequate 
guaranty  of  fair  and  equal  relations  between  the  railways 
and  their  patrons  or  of  a  wise  administration  of  railway 
property  from  the  public  point  of  view. 

The  testimony  contains  many  arguments  and  complaints 
that  imply  the  contrary  view.  F requent  reference  is  made 
to  the  extent  to  which  concentration  of  railway  control 
has  been  carried  by  means  of  consolidations,  contracts, 
and  common  understandings;  a  tendenc}7in  railway  affairs 
which  can  have  no  bearing  upon  the  problem  in  hand 
unless  in  support  of  the  contention  that  these  consolida¬ 
tions,  contracts,  and  understandings  have  resulted  in  a 
virtual  mastership  of  the  situation  by  the  railways  and 
that  this  condition  constitutes  a  monopoly  power  and 
exposes  the  shippers  and  the  public  to  the  possibility  of 
an  abuse  of  whatever  power  that  monopoly  gives. a 

The  doctrine  that  private  interest  guarantees  a  just  use 
of  industrial  property  was  developed  as  an  essential  part 
of  English  classical  political  economy  at  a  time  when 
normal  competition,  except  as  limited  by  law  and  custom, 
fairly  controlled  industrial  conditions.  But  it  is  contended 
by  all  who  demand  that  railway  operations  should  be  placed 
under  unusual  restraints  that  normal  competition  of  the 
simple  type  no  longer  pertains  to  the  situation  under 
which  American  railways  are  administered.  So  far  as  this 
is  admitted  it  becomes  logically  necessary  for  those  who 
oppose  legislative  supervision  to  find  a  substitute  for  the 


a  As  to  the  extent  of  consolidation  see  Appendix  VI.  Also  testi¬ 
mony,  pp.  12,  42,  55,  56, 136,  295,  779,  873,  908,  985,  989, 1064, 1138, 1424, 
1427, 1429, 1430, 1431, 1432,  1689, 1869,  2322,  2879,  2880,  3255,  3411,  3472, 
3531,  3538,  3640.  As  to  its  effect,  see  testimony,  pp.  228,  259,  280,  290, 
842,  846,  890,  891,  913,  914,  915,  948,  985,  1002,'  1062,  1063,  1065,  1137, 
1138, 1139, 1232, 1428, 1429, 1430,  1431,  1443, 1452, 1453, 1568, 1629,  1652, 
1655, 1683, 1781, 1963,  1977, 1996,  2000,  2200,  2835,  2879,  3064,  3275,  3276, 
3435,  3436,  3516. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


15 


old  and  simple  type  of  competition  in  order  to  preserve 
vitality  to  the  argument  that  when  railways  and  their 
patrons  seek  their  own  respective  interests  they  contribute 
in  the  highest  practical  degree  to  the  collective  interests 
of  the  community. 

The  substitute  suggested  in  the  testimony  is  what  is  Mr.  Fish,  280; 
termed  4 4 competition  of  the  market”  which  presents  itself  ^0r4  T^fc1tl4e’ 
in  two  forms.  The  first  of  these  is  found  in  the  world’s  Hines,  1064’ 1065- 
demand  and  the  world’s  supply  of  commodities,  and  places  1443';  Mr  .Mather’ 
reliance  upon  the  fact  that  the  necessity  of  participation}^:  Mr’wning 
by  this  country  in  the  operations  of  the  world’s  market  is  1683-  Mr.  Ram- 
the  ruling  consideration  for  the  adjustment  of  an  important  Mr.’  f  0  r  a  y  c  e  ’ 
class  of  domestic  rates.  The  second  pertains  to  the  domes-  ^frPBuJh 
tic  market,  and  is  found  in  the  struggle  of  producers  and  2970;  Mr.  Elliott,’ 
shippers  in  the  various  parts  of  the  country  to  sell  goods  Fife’r,  3353;  Mr', 
over  as  large  a  territory  as  possible  and  that  of  consumers  Newcomb>3516- 
to  obtain  their  supplies  at  the  lowest  possible  cost.  This 
form  of  competition,  it  is  claimed,  is  adequate  to  render 
the  service  under  modern  conditions  which  competition  of 
the  other  sort  was  supposed  to  render  by  those  publicists 
who  developed  the  doctrine  of  enlightened  self-interest. 

The  existence  of  this  phase  of  competition  is  admitted 
b}^  those  who  advocate  legislative  supervision  over  rail¬ 
ways,  but  they  claim  that  it  is  a  vanishing  force. 

Senator  Dolliver.  Do  you  mean  to  say  that  that  kind  of  competi¬ 
tion — that  is  to  say,  market  competition  between  the  Missouri  Pacific 
and  the  Northwestern — in  a  case  like  that  has  disappeared? 

Mr.  Prouty.  Certainly,  I  do,  to  a  very  great  extent;  I  do  not  mean  Mr.  Prouty, 
to  say  entirely.  I  do  not  mean  to  say  it  has  disappeared  to  the  same  2879. 
extent  that  competition  in  the  rate  has,  because  that,  for  all  practical 
purposes,  has  absolutely  disappeared  in  the  United  States.  I  do  not 
pretend  to  say  that  competition  in  facilities,  market  competition,  has 
disappeared,  but  I  say  it  is  disappearing. 

This  doctrine  of  enlightened  self-interest  was  urged 
before  the  Senate  committee  of  1886,  the  report  of  which 
was  made  the  basis  of  the  44Act  to  regulate  commerce”  of 
1887.  The  following  is  quoted  from  the  Senate  report  of 
1886  and  indicates  the  conclusion  to  which  the  committee 
came  at  that  time  with  regard  to  the  line  of  argument 
made  so  prominent  in  the  present  testimony: 

It  is  argued  by  railroad  representatives  that  arbitrary  or  oppressive 
rates  cannot  be  maintained;  that  they  are  adjusted  and  sufficiently 
regulated  by  competition  with  rival  roads  and  with  water  routes,  by 
commercial  necessities,  by  the  natural  laws  of  trade,  and  by  that  self- 
interest  which  compels  the  corporations  to  have  due  regard  to  the 
wants  and  the  opinions  of  those  upon  whom  they  must  depend  for 
business;  that  such  discriminations  as  exist  are  for  the  most  part 
unavoidable;  that  the  owners  and  managers  of  the  property  are  the 
best  judges  of  the  conditions  and  circumstances  that  affect  the  cost  of 
transportation  and  should  determine  the  compensation  they  are  entitled 
to  receive;  and  that,  in  any  event,  the  common  law  affords  the  shipper 
an  adequate  remedy  and  protection  against  abuse  or  any  infringement 
of  his  rights. 

This  answer  fails  to  recognize  the  public  nature  and  obligation  of 
the  carrier  and  the  right  of  the  people,  through  the  governmental 
authority,  to  have  a  voice  in  the  management  of  a  corporation  which 
performs  a  public  function.  Nor  do  the  facts  warrant  the  claim  that 


16 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


competition  and  self-interest  can  be  relied  upon  to  secure  the  shipper 
against  abuse  and  unjust  discrimination,  or  that  he  has  an  available 
and  satisfactory  remedy  at  Common  Law. 

If  it  found  that  the  Common  Law  and  the  courts  do  not  in  fact  afford 
to  the  shipper  an  effective  remedy  for  his  grievance  we  have  no  need 
to  inquire  to  what  extent  grievances  may  exist.  The  complicated 
nature  of  the  countless  transactions  incident  to  the  business  of  trans¬ 
portation  makes  it  inevitable  that  disagreements  should  arise  between 
the  parties  in  interest,  and  it  is  neither  just  nor  proper  that  disputed 
questions  materially  affecting  the  business  operations  of  a  shipper 
should  be  left  in  the  final  determination  of  those  representing  an  op¬ 
posing  financial  interest.  When  such  disagreements  occur  the  shipper 
and  the  carrier  arealike  entitled  to  a  fair  and  impartial  determination 
of  the  matters  at  issue,  and  by  all  the  principles  governing  judicial 
proceedings  the  most  fair-minded  railroad  official  is  disqualified  by  his 
personal  interest  in  the  result  from  giving  such  a  determination. 

30?r'M^islMo?a-  may  have  been  true  in  1887  that  the  doctrine  of  en- 
wetz,  8ii,8i6, 8i7;  lightened  self-interest  was  advanced  by  the  carriers  in  such 
984;  Mr 1  Hines'  a  way  as  to  amount  to  a  denial  of  u  the  public  nature  and 
coin  1287-  ^'obligation  of  the  carrier.”  No  such  denial  appears  in  the 
Peck,  1279,’ 1363- present  testimony.  Witnesses  on  behalf  of  the  railways 
Mr.  Bird,  2250-  liave  repeatedly  admitted  the  right  of  public  regulation 
and  all  of  them  have  addressed  their  arguments  solely  to 
the  question  of  expediency. 

One  view  of  the  point  which  Congress  is  called  upon  to 
decide  is  expressed  by  the  chairman  of  the  Interstate 
Commerce  Commission  in  discussing  the  importance  to 
the  county  at  large  of  the  rate-making  power.  He  says: 

Mr.  Knapp,  L)0  you  realize  what  an  enormous  power  that  is  putting  into  the 
3298‘  hands  of  the  railroads?  That  is  the  power  of  tearing  down  and  build¬ 

ing  up.  That  is  the  power  which  might  very  largely  control  the  dis¬ 
tribution  of  industries,  and  I  want  to  say  in  that  connection  that  I 
think  on  the  whole  it  is  remarkable  that  that  power  has  been  so 
slightly  abused.  But  it  is  there.  My  esteemed  friend,  Mr.  Elliott, 
has  just  told  you  that  the  rates  on  wool  from  Montana  must  be 
adjusted  with  reference  to  the  rates  on  wool  from  Kentucky.  Well, 
grant  it.  But  suppose  he  should  see  fit  to  adjust  his  rates  on  wool  so 
that  they  moved  to  the  Pacific  coast  and  it  became  for  the  interest  of 
his  railroad  to  change  the  adjustment.  Is  that  to  be  left  entirely  to 
his  judgment?  After  all,  are  the  railroads  to  be  left  virtually  free  to 
make  such  rates  as  they  conceive  to  be  in  their  interests?  Undoubt¬ 
edly  their  interest  in  large  measure  and  for  the  most  part  is  the  inter¬ 
est  of  the  communities  they  serve.  Undoubtedly  in  large  measure 
and  for  the  most  part  they  try  as  honestly  and  as  conscientiously  as 
men  can  to  make  fair  adjustments  of  their  charges.  But  suppose  they 
do  not.  Is  there  not  to  be  any  redress  for  those  who  suffer?  That  is 
really  the  question. 

It  is  not  possible  to  entertain  a  consistent  opinion  rela¬ 
tive  to  remedial  legislation,  such  as  is  now  pressed  upon 
the  attention  of  Congress,  without  assuming  a  definite  point 
of  view  with  regard  to  the  extent  to  which  reliance  may  be 
placed  upon  commercial  conditions  and  commercial  forces 
in  the  regulation  and  control  of  railway  operations,  as  well 
as  upon  the  wisdom  and  precision  with  which  remedies  in¬ 
volving  the  exercise  of  political  power  can  be  applied. 

HISTORICAL  SKETCH  OF  RAILWAY  DEVELOPMENT. 

Considerable  light  may  be  thrown  upon  the  character 
and  scope  of  the  problem  of  railway  legislation  by  a  cur¬ 
sory  sketch  of  the  development  of  railways  in  the  United 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


17 


States.  The  sketch  here  submitted  is  confined  by  the  pur¬ 
pose  for  which  it  is  undertaken  to  a  consideration  of  the 
legislative  history  of  inland  transportation. 

It  makes  no  reference  to  mechanical  changes  and  tech¬ 
nical  development,  except  so  far  as  they  are  reflected  in 
railway  operations  or  give  character  to  the  legislative 
problem  now  brought  to  the  consideration  of  Congress; 
nor,  on  the  other  hand,  does  it  include  extended  state¬ 
ments  of  the  manner  in  which  railways  are  operated  or  of 
the  statistical  results  of  such  operation.  In  an  appendix 
will  be  found  certain  statistical  tables  which  exhibit  the 
growth  of  railways  since  1830  and  the  results  of  their 
operation  since  1880,  so  far  as  equipment,  employment, 
capital,  income  and  .  expenditure,  tonnage,  and  accidents 
are  concerned. 

The  legislative  history  of  inland  transportation  in  the 
United  States  divides  itself  into  four  periods,  as  follows: 

First.  The  period  prior  to  1830,  when  reliance  was 
placed  upon  Congress  for  the  development  of  those  large 
schemes  of  inland  communication  which,  prior  to  1850, 
were  familiar  to  public  men  under  the  name  of  “  internal 
improvements.” 

Second.  The  period  from  1830  to  1850,  at  the  beginning 
of  which  chief  reliance  was  placed  upon  the  States  for  fur¬ 
nishing  the  public  with  facilities  for  inland  transportation. 
It  was  during  this  period  that  the  idea  that  railways  might 
perform  services  equivalent  to  those  for  which  canals  had 
seemed  the  sole  reliance  was  developed,  and  with  it  the 
belief  that  corporations  might  be  substituted  for  State 
agency  in  financing  enterprises  of  this  class.  The  period 
is  marked  by  the  rise  of  industrial  corporations  and  the 
decline  of  governmental  initiative  in  industrv. 

Third,  the  period  from  1850  to  1870,  during  which  the 
railway  problem  was  primarily  a  problem  of  construction 
and  corporations  were  encouraged  by  generous  charters 
and  by  grants  of  land  and  money  to  supply  adequate  facil¬ 
ities  for  inland  communication. 

Fourth,  the  period  from  1870  to  the  present  time.  Dur¬ 
ing  this  period  the  State  governments,  and  finally  the 
Federal  Government,  have  assumed  more  or  less  super¬ 
visory  control  over  railway  operations.  The  recognition 
of  the  railway  problem  as  a  problem  of  supervision  dates 
from  187o. 

4  survey  of  these  periods  will  serve  to  make  clear  the 
changes  through  which  public  opinion  in  the  United  States 
passed  with  regard  to  those  fundamental  problems  of  in¬ 
ternal  improvement  so  prominent  in  the  industrial  devel¬ 
opment  of  all  civilized  nations  during  the  nineteenth 
century.  It  will,  of  course,  be  understood,  that  the  demar¬ 
cation  of  these  periods  by  dates  is  for  convenience  of 
presentation,  and  not  because  each  date  named  delines  some 
specific  event.  Each  period  is  characterized  by  the  pre¬ 
ponderance  of  an  idea;  each  served  as  a  step  in  the 
development  of  internal  improvements. 

S.  Doc.  244,  59-1 - 2 


Appendix  VIII. 


18 


DIGEST  OE  HEARINGS  ON  RAILWAY  RATES. 


Internal  improvem  ents  prior  to  1830 . — The  beginningof 

the  railway  system  dates  from  1830,  and  consequently 
prior  to  that  time  the  problem  of  inland  communication 
concerned  itself  with  canals,  canalized  rivers,  and  wagon 
roads.  The  necessity  of  providing  adequate  communica¬ 
tion  between  the  territory  lying  east  and  west  of  the  Alle- 
ghenyr  range  was  early  recognized.  While  the  commer¬ 
cial  importance  of  such  communication  was  not  overlooked, 
the  primary  motive  was  political  rather  than  commercial, 
a  motive  that  was  intensified  in  the  minds  of  the  early 
statesmen  by  the  ease  with  which  products  grown  west  of 
the  Alleghenies  could  find  shipment  through  the  port  of 
New  Orleans,  which  was  then  in  possession  of  a  foreign 
country. 

Nothing,  however,  resulted  from  these  early  sugges¬ 
tions.  The  first  comprehensive  plan  for  providing  the 
United  States  with  a  system  of  internal  communication  is 
found  in  a  report  to  the  Senate  in  1808  by  Albert  Galla¬ 
tin,  then  Secretary  of  the  Treasury.  This  plan  contem¬ 
plated  a  protected  waterway  from  New  England  to  South 
Carolina,  and  canals,  canalized  rivers,  and  wagon  roads 
connecting  this  waterway  with  the  Ohio  river  and  the 
Great  Lakes.  The  surplus  funds  then  in  possession  of 
the  Federal  Government  were  to  be  used  for  the  construc¬ 
tion  of  internal  improvements,  but  Federal  operation  was 
not  contemplated,  the  idea  being  that  each  link  in  the 
improvement,  upon  its  completion,  should  be  sold  to  the 
State  in  which  it  was  located,  or  to  a  private  company, 
and  the  proceeds  used  in  the  further  execution  of  the  plan. 

The  legislative  consideration  of  this  scheme  was  ren¬ 
dered  impracticable  by  the  advent  of  the  war  of  1812,  which 
dissipated  the  surplus  and  substituted  therefor  increased 
indebtedness,  and  it  was  not  until  after  1820  that  enthusi¬ 
asm  for  internal  improvements,  to  be  executed  under  the 
direction  of  Congress,  again  made  its  appearance.  Be¬ 
tween  1820  and  1830  quite  a  number  of  bills  were  passed 
for  the  purpose  of  providing  internal  communication,  but, 
without  going  into  detail,  the  policy  that  the  Federal  gov¬ 
ernment  should  assume  responsibility  for  this  phase  of 
internal  development  was  abandoned  because  of  the  gen- 
ally  prevalent  belief  that  Congress  was  not  constitution¬ 
ally  authorized  to  undertake  such  works.  This  belief 
found  expression  in  the  veto  in  1822  by  President  Monroe 
of  the  Cumberland  Road  bill  and  the  veto  in  1830  by  Pres¬ 
ident  Jackson  of  the  Maysville  Road  bill.  This  last  veto 
marked  the  close  of  the  agitation  in  favor  of  what  bid  fair 
to  grow  into  a  department  of  public  works  under  the 
direction  of  Congress. 

Period  from  1830  to  1850. — The  retirement  of  Congress 
from  active  participation  in  the  field  of  internal  improve¬ 
ments  did  not  mean  the  abandonment  of  this  class  of  enter¬ 
prises  to  private  interest.  Some  of  the  States  now  took 
up  the  task  and  with  an  enthusiasm  even  greater  than  that 
previously  entertained  by  Congress.  The  situation  is  well 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


expressed  by  Charles  Francis  Adams  in  an  article  contrib¬ 
uted  in  18J0  to  the  North  American  Review,  in  which  he 
discussed  the  indebtedness  of  the  States.  He  says: 

The  Americans  are  proverbial  for  never  being  discouraged.  If  they 
can  not  carry  a  point  directly,  they  will  manage  to  do  it  by  some 
roundabout  way.  They  were  determined  upon  improving  the  com¬ 
munications  between  the  seaboard  and  the  interior.  A  very  large 
number  of  them  thought  it  best  that  this  wrork  should  be  done  under 
the  superintendence  of  a  common  head  and  they  proposed  a  method 
of  action  accordingly.  But  the  extent  of  it  excited  the  apprehensions 
of  a  still  greater  number  and  they  refused  to  adopt  it.  According  to 
them  the  business  could  be  intrusted  with  safety  only  to  the  care  of 
the  separate  States,  upon  whom  it  was  in  the  end  devolved.  The  con¬ 
sequence  has  been  the  outlay  of  quite  as  much  money,  if  not  a  great 
deal  more,  than  would  have  been  expended  on  the  other  plan. 

The  report  of  William  Cost  Johnson,  of  Maryland,  sub¬ 
mitted  to  Congress  in  18-13  relative  to  the  assumption  of 
State  debts  incurred  for  internal  improvements,  expresses 
this  point  even  more  clearly.  He  says: 

The  States  conformed  to  what  they  were  led  to  believe  was  the 
new  policy  of  the  Government  and,  in  anticipation  of  its  continued 
aid,  laid  down  plans  of  railroads  and  canals,  and  both,  or  all,  parties 
rivaled  each  other  in  projecting  intercommunications  in  the  belief  that 
•they  would  develop  the  resources  and  advance  the  prosperity  of  their 
States. 


At  the  time  the  States  took  upon  themselves  responsi¬ 
bility  for  the  development  of  inland  communication,  rail¬ 
ways  were  in  their  infancy,  and  the  internal  improvements 
projected  were  almost  exclusively  canals,  canalized  rivers, 
and  wagon  roads.  During  the  latter  part  of  the  fourth 
decade  of  the  century  the  significance  of  railways  seems  to 
have  been  appreciated  by  a  few,  but  for  the  most  part 
they  were  regarded  as  feeders  to  the  canals,  or  as  a  means 
of  traffic  to  be  used  where  provision  for  water  communi¬ 
cation  was  for  any  reason  especially  difficult.  This  fact, 
in  view  of  the  subsequent  development  of  these  two  means 
of  communication — canals  and  railways— is  of  considerable 
importance,  for  it  suggests  one  explanation  of  the  failure 
of  the  States  in  their  industrial  experiment. 

Another  explanation  is  found  in  the  difficulties  that 
always  attend  the  expenditure  of  money  collected  by  taxes, 
or  through  use  of  public  credit,  for  providing  the  commu¬ 
nity  with  facilities  for  transportation.  Such  efforts  result 
inevitably  in  the  projection  of.  schemes  so  comprehensive 
that  they7  can  not  be  carried  out;  a  generalization  that  finds 
’  support  in  the  history  of  railway7  construction  in  Belgium 
and  in  France,  and  indeed  in  every  country7  where  reliance 
of  any  sort  has  been  placed  upon  the  government  for  the 
development  of  inland  communication.  Whether  a  period 
of  railway  construction,  such  as  took  place  throughout  the 
civilized  world  during  the  nineteenth  century,  can  be  ad¬ 
ministered  more  satisfactorily  through  the  agency  of  pri¬ 
vate  enterprise,  or  whether  the  task  of  supplying  the 
country7  with  a  fundamentally  new  form  of  communication 
is  necessarily  accompanied  by7  financial  disaster,  is  a  ques¬ 
tion  that  lies  outside  the  scope  of  this  report. 


20 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  fact  is  that,  with  a  few  isolated  exceptions  in  the 
case  of  railways  fortunately  located,  this  experiment  of 
State  railway  construction  ended  in  financial  embarrass¬ 
ment,  and  by  1850  the  States  had  quite  generally  abandoned 
the  task  which  in  1880  they  had  assumed  with  enthusiasm. 
So  great,  indeed,  was  their  chagrin,  and  so  marked  was  the 
disinclination  of  the  people  to  pay  taxes,  that  the  funda¬ 
mental  law  of  many  of  the  States  was  modified  in  such  a 
manner  that  the  State  legislatures  were  constitutionally 
prohibited  from  making  use  of  the  public  credit  to  further 
business  enterprises  of  this  class. 

It  is  also  worthy  of  notice  that  during  this  period  the  in¬ 
fluence  and  importance  of  industrial  corporations  developed 
as  the  industrial  influence  of  the  States  declined.  By  1850, 
speaking  of  course  in  general  terms,  the  task  which  had 
been  abandoned  first  by  the  Federal  Government  and  then 
by  the  State  governments  was  assumed  by  corporations 
which  the  States  created. 

Period  from  1850  to  1870. — It  would  not  be  proper  to 
call  the  period  from  1850  to  1870  the  period  of  railway 
construction  for,  as  a  matter  of  fact,  the  average  rate  of 
increase  in  railway  mileage  was  greater  during  the  twenty 
years  subsequent  to  1870  than  during  the  twenty  years 
under  review. 

It  is  true,  however,  that  during  the  period  from  1850  to 
1870  the  railway^  problem  presented  itself  to  the  public 
mind  as  a  problem  of  construction,  and  that  the  unusual 
interest  which  the  public  took  in  securing  this  means  of 
inland  communication  resulted  not  only  in  direct  financial 
assistance  by  the  Federal  Government  and  many  minor  civil 
divisions,  but  in  encouragement  to  railway  corporations 
by  liberal  charters  and  by  the  absence  of  any  marked  sug- 
Pubii^Domain!  gestion  that  this  class  of  property  would  be  subjected  to 
sessionnHeof  i?  Pecu^ar  legislative  restrictions.  The  public  lands  granted 
ex.  Doc.  47,  Part  W  Congress  prior  to  1880,  by  which  time  the  policy  of 
granting  public  lands  for  assisting  railway  construction 
seems  to  have  been  abandoned,  amounted  to  215,000,000 
acres.  Of  this  amount,  a  clear  title  for  155,000,000  acres 
was  secured  by  the  railways.  There  was  outstanding  in 
1880  $185,000,000  county,  township,  and  city  bonds  that 
had  been  issued  for  the  purpoSb  of  granting  railway  aid. 

It  can  not  be  said  that  private  enterprise,  unaided  by  the 
Government,  was  adequate  to  the  performance  of  the  task 
that,  in  consideration  of  that  aid,  it  was  induced  to  under¬ 
take. 

Period  from,  1870  to  the  present. — The  significance  of 
this  period  is  that  it  marks  the  recognition  and  develop¬ 
ment  of  the  problem  of  railway  supervision  and  control. 
Several  events  at  the  beginning  of  this  period  resulted  in 
placing  greater  emphasis  upon  through  traffic  than  upon 
local  traffic.  The  West,  opened  to  agrarian  settlement  by 
artificially  stimulated  railway  construction,  and  with  its 
virgin  soil  cultivated  with  the  aid  of  newly  invented 
machinery,  furnished  a  surplus  of  food  products  which 
could  only  find  a  market  in  Europe. 


4,  p.  268,  etc. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


21 


The  process  of  uniting  connecting  strips  of  railway  into 
continuous  lines  had  been  carried  sufficiently  far  to  result 
in  the  creation  of  important  systems,  and  the  beginning  of 
the  substitution  of  steel  rails  for  iron  rails,  which  increased 
the  carrying  capacity  of  the  railways,  while  at  the  same 
time  increasing  the  economy  of  their  operation,  resulted 
in  placing  great  emphasis  upon  the  importance  of  through 
freight,  the  heavy  train,  and  the  long  haul;  and  the  conse¬ 
quent  competition  of  traffic  managers  for  this  class  of 
freight  occasioned  such  a  difference  in  the  rate  per  ton  per 
mile  between  through  freight  on  the  one  hand  and  local 
freight  on  the  other  as  to  alarm  some  shippers  in  certain 
sections  of  the  country  and  to  create  a  demand  for  legis¬ 
lative  restriction;  a  demand  which  succeeded  in  express¬ 
ing  itself  in  the  form  of  certain  State  enactments  which 
claimed  for  State  legislatures  the  right  of  supervisory 
control  over  railway  rates. 

In  1903  the  Interstate  Commerce  Commission  published 
a  digest  of  State  railway’  regulations.  By  referring  to 
this  digest  it  appears  that  the  States  which  had  created 
State  railway  commissions,  prior  to  1870,  were  Massachu¬ 
setts,  Connecticut,  Rhode  Island,  Vermont,  Maine,  New 
York,  and  Ohio,  but  none  of  the  laws  by  which  these 
commissions  were  created  conferred  upon  them  the  power 
to  control  railway  rates,  except  so  far  as  this  might  result 
from  the  publicity  secured  by  their  reports  and  the  effect 
of  their  recommendations  upon  the  legislatures  of  their 
States.  At  the  present  time  there  are  thirty-four  States 
with  railway  commissions  (the  corporation  commission 
of  Virginia  and  that  of  North  Carolina  being  included), 
and  of  this  number  twenty-three  are  clothed  with  some 
degree  of  rate-making  power  over  railway  charges. 

It  thus  appears  that  the  phase  of  the  railway  problem 
which  concerns  itself  primarily  with  governmental  super¬ 
vision  over  railway  tariffs  had  not,  prior  to  1870,  received 
general  recognition,  but  that  its  subsequent  political  devel¬ 
opment,  so  far  as  the  States  are  concerned,  has  been  both 
rapid  and  extensive.  The  turning  point  in  this  regard  is 
marked  by  the  legislation  popularly  known  as  the  u  Granger 
legislation,”  which  originated  about  1870.  No  further 
reference  is  made  in  this  report  to  State  railway  legislation, 
but  the  committee  is  respectfully  referred  to  the  document 
above  mentioned  as  presenting  a  detailed  summary  of  the 
available  information  relative  to  State  statutory  railway 
law. 

THE  PRESENT  LAW. 


The  aims  of  the  so-called  u  Granger”  movement  were  not 
fully  satisfied  by  the  enactment  of  laws  for  the  regulation 
of  railways  by  State  legislatures.  From  the  beginning 
those  who  participated  in  this  movement  urged  the  neces¬ 
sity  of  Federal  legislation  in  regard  to  interstate  railway 
transportation.  Measures  which,  while  not  meeting  with 
the  extreme  views  of  some  of  the  leaders  of  the  movement, 
undoubtedly  had  their  origin  in  the  state  of  public  senti- 


Railways  in 
the  United  States 
in  1902,  Part  IV. 


22 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


ment  which  it  had  evoked,  passed  the  House  of  Represent¬ 
atives  in  January,  1874,  and  again  in  December,  1878,  but 
neither  received  final  enactment.  Again,  in  1885,  bills  for 
the  regulation  of  interstate  railway  transportation  were 
adopted  both  by  the  Senate  and  the  House  of  Represent¬ 
atives,  but  the  differences  between  the  two  branches  of 
the  Congress  proved  to  be  an  insurmountable  obstacle  to 
legislation. 

ns  u.  s.,  557.  The  decision  of  the  Supreme  Court  in  the  Wabash,  St. 

Louis  and  Pacific  case,  rendered  on  October  25,  1886, 
established  clearly  a  boundary  between  the  exclusive  power 
of  Congress  to  regulate  interstate  commerce  and  the  au¬ 
thority  of  State  legislatures  to  deal  with  intrastate  traffic. 
This  decision  holds,  according  to  the  syllabus,  that  44 a 
transportation  of  goods  under  one  contract  and  by  one 
voyage  from  the  interior  of”  one  State  to  a  point  in 
another  State  is  4  4  4  commerce  among  the  States’  even  as  to 
that  part  of  the  voyage  which  lies  within  ”  the  State  in 
which  the  traffic  originates  and  that  44  its  regulation  is  con¬ 
fided  to  Congress  exclusively.” 

The  public  sentiment  evoked  by  this  declaration,  which 
amounted  to  a  statement  that  the  preponderating  portion 
of  the  railway  traffic  of  the  country  is  not  subject  to 
regulation  by  any  authority  except  that  of  the  Federal 
government,  brought  renewed  pressure  for  Federal  leg¬ 
islation  and  was  the  occasion  for  the  adoption,  on  Febru¬ 
ary  4,  1887,  of  the  Act  to  regulate  commerce,  commonly 
known  as  the  Interstate  Commerce  law.  In  the  opinion 
referred  to,  the  Supreme  Court  very  forcibly  expressed 
the  difficulties  which  would  result  from  the  contrary  view. 
The  decision  reads  in  part  as  follows: 

Cook  v.  Penn-  It  can  not  be  too  strongly  insisted  upon  that  the  right  of  continuous 
556Va67p’  Brown  transportation  from  one  end  of  the  country  to  the  other  is  essential, 
v.  Maryland,  12  in  modern  times,  to  that  freedom  of  commerce  from  the  restraints 
Wheat,,  419,  446.  which  the  State  might  choose  to  impose  upon  it  that  the  commerce 
clause  was  intended  to  secure.  This  clause,  giving  to  Congress  the 
power  to  regulate  commerce  among  the  States  and  with  foreign  nations, 
as  this  court  has  said  before,  was  among  the  most  important  of  the 
subjects  which  prompted  the  formation  of  the  Constitution. 

And  it  would  be  a  very  feeble  and  almost  useless  provision,  but 
poorly  adapted  to  secure  the  entire  freedom  of  commerce  among  the 
States  which  was  deemed  essential  to  a  more  perfect  union  by  the 
framers  of  the  Constitution,  if,  at  every  stage  of  the  transportation  of 
goods  and  chattels  through  the  country,  the  State  within  whose  limits 
a  part  of  this  transportation  must  be  done  could  impose  regulations 
concerning  the  price,  compensation,  or  taxation,  or  any  other  restric¬ 
tive  regulation  interfering  with  and  seriously  embarrassing  this 
commerce.  *  *  * 

As  restricted  to  a  transportation  which  begins  and  ends  within  the 
limits  of  the  State,  it  (the  law  of  Illinois)  may  be  just  and  equitable, 
and  it  certainly  is  the  province  of  the  State  legislature  to  determine 
that  question.  But  when  it  is  attempted  to  apply  to  transportation 
through  an  entire  series  of  States  a  principle  of  this  kind,  and  each 
one  of  the  States  shall  attempt  to  establish  its  own  rates  of  transporta¬ 
tion,  its  own  methods  to  prevent  discrimination  in  rates,  or  to  permit 
it,  the  deleterious  influence  upon  the  freedom  of  commerce  among  the 
States,  upon  the  transit  of  goods  throughout  these  States,  can  not  be 
overestimated.  That  this  species  of  regulation  is  one  which  must  be, 
if  established  at  all,  of  a  general  and  national  character,  and  can  not  be 


DIGEST  OP  HEARINGS  ON  RAILWAY  RATES. 


23 


safely  and  wisely  remitted  to  local  rules  and  local  regulations,  we 
think  is  clear,  from  what  has  already  been  said.  And  if  it  be  a  regu¬ 
lation  of  commerce,  as  we  think  we  have  demonstrated  it  is,  and  as 
the  Illinois  court  concedes  it  to  be,  it  must  be  of  that  national  charac¬ 
ter,  and  the  regulation  can  only  appropriately  exist  by  general  rules 
and  principles,  which  demand  that  it  should  be  done  by  the  Congress 
of  the  United  States  under  the  commerce  clause  of  the  Constitution. 

During  1886  the  Committee  on  Interstate  Commerce  of 
the  Senate  conducted  the  second  important  and  general 
investigation  undertaken  on  behalf  of  the  Senate  with  re¬ 
gard  to  railway  conditions.  The  report  of  this  investiga¬ 
tion,  known  as  the  “Cullom  report,”  holds  primarily  in 
view  the  problems  presented  by  rebates  and  unjust  dis¬ 
criminations.  It  differs  from  the  “Windom  report"  of  soT^MCongTess1 
1874  in  this  respect,  for  the  earlier  report  is  concerned  ist  session, 
more  with  reduction  of  the  rates  on  through  traffic,  a  task 
which  it  proposed  to  accomplish  by  the  development  of 
means  for  water  transportation.  It  also  proposed  build¬ 
ing  or  the  purchase  of  a  Government  line  from  the  Mis¬ 
sissippi  river  to  the  Atlantic  seaboard,  thus  establishing 
that  form  of  control  which  is  technically  known  as  the 
u  mixed  system”  control;  that  is  to  say,  control  of  the 
rates  charged  by  private  lines  through  the  competition  of 
*  a  line  or  lines  owned  and  operated  by  the  State.  With 
few  substantial  modifications  the  recommendations  of  the 
“Cullom  report”  were  accepted  by  Congress  and  are  ex¬ 
pressed  in  the  act  of  1887. 

Analysis  of  the  act  of  1887 .■ — The  act  of  February  4, 

1887,  known  as  the  Interstate  Commerce  law,  originally 
consisted  of  twent}7-two  sections,  but  an  additional  section 
was  provided  in  1889.  The  law  was  amended  on  March  2, 

1889,  again  on  February  10,  1891,  and  again  on  February 
8, 1895.  In  addition  supplementary  statutes  of  importance 
were  adopted  on  February  11,  1893,  February  11,  1903, 
and  February  19,  1903.  The  act  applies  to  all  common 
carriers  engaged  in  the  interstate  transportation  of  pas¬ 
sengers  or  property  by  rail,  or  over  routes  partly  by  rail 
and  partly  by  water  when  there  is  a  common  control  or 
management  or  an  arrangement  for  continuous  carriage. 

It  also  covers  transportation  over  such  routes  between 
points  in  the  United  States  and  points  in  foreign  countries. 

The  Commission  which  it  creates  has  held  that  its  juris¬ 
diction  does  not  include  express  business  not  conducted  as  * r-  c-  c-  ReP  » 
a  branch  of  the  business  of  the  railroad  company  but  by 
independent  organizations  acquiring  transportation  rights 
by  contracts  with  railroads  and  that  it  does  include  the 
business  of  electric  railway  companies  when  such  business  837  LC>C-  ReP’ 
is  interstate  in  character. 

Like  all  statutory  enactments  designed  to  establish  con¬ 
ditions  under  which  the  rules  of  voluntary  association  may 
operate  in  business  affairs,  this  Act  first  gives  expression 
to  certain  standards  of  obligation  to  which  the  railways 
must  conform  in  the  administration  of  their  property  and 
then  undertakes  to  make  provision  for  the  enforcement  of 
these  standards. 


24 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Western  Union 
Telegraph  Co.  v. 
Call  Publishing 
Co.,  181  U.  S.,  92. 


169  U.  S.,  466. 


Standard ’s  of  obligation . — The  new  la  w  set  up  two  gen¬ 
eral  standards  of  obligation,  which  are: 


A.  Rates  must  be  reasonable  in  themselves. 

E.  Rates  must  be  so  adjusted  as  to  be  relatively  reasonable. 


it  is  clear  that  the  first  of  these  obligations  adds  nothing 
to  the  Common  Law,  which,  as  is  now  known,  exercises 
controlling  force  over  the  operations  of  interstate  com¬ 
merce.  There  are  few  more  difficult  problems  than  the 
determination,  either  from  the  point  of  view  of  economic 
theory  or  of  legal  principles,  of  satisfactory  standards  by 
which  the  absolute  reasonableness  of  railway  charges  may 
be  measured. 


The  test  of  cost  of  production,  or  cost  of  service,  which 
is  commonly  regarded  as  useful  in  the  determination  of 
fair  compensation,  has  been  shown  to  be  inapplicable  to  the 
charges  for  specific  railway  services,  owing  to  the  com¬ 
plexity  of  railway  traffic  and  the  fact  that  many  of  the 
expenses  of  conducting  the  railway  business  are  incurred 
on  behalf  of  the  entire  body  of  traffic  between  particular 
points  and  of  particular  kinds.  For  this  reason  it  is  gen¬ 
erally  true,  not  only  that  there  is  no  ascertainable  cost  of 
performing  a  particular  service,  but  that  there  is  actually 
no  sum  which  can  beassiged  as  the  real  cost  of  any  single 
service.  The  latest  determination  of  the  Supreme  Court 
upon  the  subject  of  standards  of  reasonableness  is  to  be 
found  in  Smyth  v,  Ames,  in  which  it  is  held : 


That  the  basis  of  all  calculations  as  to  the  reasonableness  of  rates  to 
be  charged  by  a  corporation  maintaining  a  highway  under  legislative 
sanction  must  be  the  fair  value  of  the  property  being  used  by  it  for 
the  convenience  of  the  public.  And  in  order  to  ascertain  that  value, 
the  original  cost  of  construction,  the  amount  expended  in  permanent 
improvements,  the  amount  and  market  value  of  its  bonds  and  stocks, 
the  present  as  compared  with  the  original  cost  of  construction,  the 
probable  earning  capacity  of  the  property  under  particular  rates  pre¬ 
scribed  by  statute,  and  the  sum  required  to  meet  operating  expenses, 
are  the  matters  for  consideration  and  are  to  be  given  such  weight  as 
may  be  just  and  right  in  each  case.  We  do  not  say  that  there  may 
not  be  other  matters  to  be  regarded  in  estimating  the  value  of  the 
property.  What  a  company  is  entitled  to  ask  is  a  fair  return  upon 
the  value  of  that  which  it  employs  for  the  public  convenience.  On 
the  other  hand,  what  the  public  is  entitled  to  demand  is  that  no  more 
be  exacted  from  it  for  the  use  of  a  public  highway  than  the  services 
rendered  by  it  are  reasonably  worth. 


A  study  of  the  foregoing  indicates  that  while  it  might 
furnish  d  very  satisfactory  test  to  determine  the  reason- 
ableness  of  the  entire  schedule,  and  perhaps  might  success¬ 
fully  be  applied  to  any  distinctly  separable  portion  of  a 
railway  system,  or  of  the  services  performed  by  such  a 
system,  it  could  scarcely  become,  in  practice,  a  very  serv¬ 
iceable  test  of  the  reasonableness  of  a  single  rate  for  a 
single  service.  In  the  case  in  which  it  was  advanced  the 
court  did  apply  this  test  to  the  intra-state  business  of  a 
carrier  which  was  also  performing  interstate  services  over 
the  same  lines.  The  necessity  for  attempting  this  separa¬ 
tion  was  announced  by  the  court  in  terms  which  suggest 
that,  inconceivable  instances,  it  might  he  necessary  to  make 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


25 


a  further  separation,  and  in  fact  to  apply  this  or  some  other 
standard  to  the  rate  for  a  single  service.  This  portion  of 
the  decision  reads  as  follows: 


If  we  do  not  misapprehend  counsel,  their  argument  leads  to  the  con¬ 
clusion  that  the  State  of  Nebraska  could  legally  require  local  freight 
business  to  be  conducted  even  at  an  actual  loss,  if  the  company  earned 
on  its  insterstate  business  enough  to  give  it  just  compensation  in  re¬ 
spect  of  its  entire  line  and  all  its  business,  interstate  and  domestic. 
W  e  can  not  concur  in  this  view.  In  our  judgment  it  must  be  held  that 
the  reasonableness  or  unreasonableness  of  rates  prescribed  by  the 
State  for  the  transportation  of  persons  and  property  wholly  within  its 
limits  must  be  determined  without  reference  to  the  interstate  business 
done  by  the  carrier  or  to  the  profits  derived  from  it.  The  State  can 
not  justify  unreasonably  low  rates  for  domestic  transportation,  con¬ 
sidered  alone,  upon  the  ground  that  the  carrier  is  earning  large  profits 
on  its  interstate  business,  over  which,  so  far  as  rates  are  concerned, 
the  State  has  no  control.  Nor  can  the  carrier  justify  unreasonably 
high  rates  on  domestic  business  upon  the  ground  that  it  will  be  able 
only  in  that  way  to  meet  losses  on  its  interstate  business.  So  far  as 
rates  of  transportation  are  concerned,  domestic  business  should  not  be 
made  to  bear  the  losses  on  interstate  business,  nor  the  latter  the  losses 
on  domestic  business. 

It  is  only  rates  for  the  transportation  of  persons  and  property 
between  points  within  the  State  that  the  State  can  prescribe;  and 
when  it  undertakes  to  prescribe  rates  not  to  be  exceeded  by  the  car¬ 
rier,  it  must  do  so  with  reference  exclusively  to  what  is  just  and  rea¬ 
sonable,  as  between  the  carrier  and  the  public,  in  respect  of  domestic 
business.  The  argument  that  a  railroad  line  is  an  entirety;  that  its 
income  goes  into,  and  its  expenses  are  provided  for  out  of,  a  common 
fund,  and  that  its  capitalization  is  on  its  entire  line,  within  and  with¬ 
out  the  State,  can  have  no  application  where  the  State  is  without 
authority  over  rates  on  the  entire  line,  and  can  only  deal  with  local 
rates  and  make  such  regulations  as  are  necessary  to  give  just  compen¬ 
sation  on  local  business. 


Under  the  Interstate  Commerce  law,  however,  the  Com¬ 
mission  which  it  creates  and  the  courts  contributing  their 
part  toward  its  enforcement  are  authorized  to  act  only 
upon  suggestions  of  unreasonableness  arising  through 
complaints  or  originating  with  the  Commission  u  on  its 
own  motion.”  While  it  is  clear  that  these  suggestions 
might,  under  the  statute,  challenge  the  reasonableness  of 
an  entire  schedule  of  rates,  it  is  a  fact  that  during  the 
history  of  the  act  no  such  proceeding  has  been  brought. 
It  is  undoubtedly  true,  as  stated  in  the  special  report  of 
the  Commission  to  the  Senate,  dated  May  1,  1905: 

That  the  number  of  cases  by  no  means  measures  the  extent  and  variety 
of  the  interests  involved,  since  a  single  case  may  be  brought  by  a 
municipal  or  commercial  organization  on  behalf  of  all  shippers  in  the 
immediate  locality  and  against  an  entire  group  of  carriers  reaching 
numerous  sections  and  distant  points  of  origin  or  destination. 

I  n  fact,  man}7  of  the  decisions  of  the  Commission  have 
involved  large  numbers  of  rates.  But  notwithstanding 
this  fact  each  complaint  has  always  left  unchallenged  some 
of  the  rates  made  by  the  same  carriers,  and  the  idea  of 
comparison  between  the  rates  questioned  and  others,  argu¬ 
mentatively  at  least,  admitted  to  be  reasonable  has  always 
been  prominent. 

In  fact,  even  in  the  few  cases  in  which  charges  have 
been  declared  excessive  in  themselves  bv  the  Commission 


26 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


(no  such  finding  has  ever  been  made  by  a  Federal  court), 
the  tests  applied  have  invariabl}7  been  comparative. 
Until  the  effort  is  avowedly  to  revise  an  entire  schedule 
b}7  altering  all  or  nearly  all  of  the  rates  which  it  contains, 
it  is  unlikely  that  an}T  other  standard  will  ever  be  applied. 

Relative  reasonableness . — The  second  requirement  im¬ 
posed  by  the  Interstate  Commerce  law  is  that  rates  must 
be  so  adjusted  to  one  another  as  to  be  relatively  reasonable. 
This  standard  is  found  in  Section  2,  which  forbids  a  greater 
charge  for  one  service  than  for  another  like  and  contem¬ 
poraneous  service  performed  under  substantially  similar 
circumstances  and  conditions,  and  under  Section  3,  which 
prohibits  the  adjustment  of  charges  so  as  to  accord  to  any 
particular  person,  firm,  corporation,  locality,  or  descrip¬ 
tion  of  traffic  any  undue  or  unreasonable  preference  or 
advantage.  In  order,  apparently,  to  afford  greater  defi¬ 
niteness  to  the  requirements  of  Section  3,  two  minor  stand¬ 
ards  of  obligation  are  imposed  by  the  law.  These  are  as 
follows: 

A.  There  may  be  no  discrimination  in  the  charges  for  or  in  receiving 
or  forwarding  traffic  received  from  connecting  lines,  and 

B.  Assuming  substantially  similar  circumstances  and  conditions, 
there  may  be  no  greater  charge  for  like  traffic  for  a  shorter  than  for  a 
longer  distance  over  the  same  line  in  the  same  direction,  the  shorter 
being  included  within  the  longer  distance. 

A  great  deal  of  litigation  has  centered  upon  the  term 
“substantially  similar  circumstances  and  conditions’1  as 
used  in  Section  2  and  in  Section  4. 

Very  soon  after  its  organization  the  Commission  decided, 
with  regard  to  business  domestic  to  the  United  States,  that 
a  railway  company  may  properly  charge  more  on  traffic 
taken  up  at  one  of  its  terminals  and  originating  at  that 
point  than  for  like  traffic  contemporaneous!}7  received  at 
the  same  terminal  from  a  connecting  carrier  and  trans¬ 
ported  to  the  same  destination.  The  theory  of  the  law 
applied  to  this  class  of  cases  is  that  the  fact  of  more  dis¬ 
tant  origin,  supplemented  by  that  of  transportation  under 
an  arrangement  for  continuous  carriage,  establishes,  as 
compared  with  traffic  of  local  origin,  the  substantial  dis¬ 
similarity  of  circumstances  and  conditions  necessary  to 
remove  the  traffic  from  the  prohibition  against  unequal 
charges  contained  in  Section  2. 

The  Commission  was  of  the  opinion  that  the  same  reason¬ 
ing  is  not  applicable  when  the  comparison  is  between  traffic 
originating  in  a  foreign  countr}7  and  carried  through  an 
American  port  of  entry  to  an  interior  point  of  destination, 
on  the  one  hand,  and  similar  traffic  of  domestic  origin 
carried  from  the  same  port  of  entry  to  the  same  destina¬ 
tion  on  the  other.  In  accordance  with  this  conclusion, 
on  March  23,  1889,  the  Commission  issued  an  order  in¬ 
cluding,  among  other  things,  the  following:  * 

Imported  traffic  transported  to  any  place  in  the  United  States  from 
a  port  of  entry  or  place  of  reception,  whether  in  this  country  or  in  an 
adjacent  foreign  country,  is  required  to  be  taken  on  the  inland  tariff 
governing  other  freights. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


27 


Subsequently,  at  the  suggestion  of  the  New  York  Board 
of  Trade  and  Transportation  and  the  Commercial  Exchange 
of  Philadelphia,  in  a  complaint  involving  most  of  the  rail¬ 
way  carriers  connecting  interior  points  with  points  on  the 
Atlantic  seaboard  and  the  Gulf  of  Mexico,  the  Commis-  B(^®dwof  YT°arde 
sion  ascertained  that  lower  inland  proportions  were  being  and  Transporta- 
accepted  on  imported  traffic  than  the  rates  at  the  same  syTv^nia^'Rau- 
time  in  force  for  domestic  traffic  between  the  same  points,  ^eal->4^7  L 
and,  after  an  elaborate  discussion  of  the  legal  questions 
involved,  as  well  as  of  the  facts,  issued  its  order  requiring 
the  defendant  carriers  forthwith  to  44  cease  and  desist”  from 
carrying  any  article  of  imported  traffic  shipped  from  any 
foreign  port  through  any  port  of  entry  of  the  United 
States  or  any  port  of  entry  in  a  foreign  country  adjacent 
to  the  United  States  upon  through  bills  of  lading  addressed 
to  any  place  within  the  United  States  at  any  other  rate 
than  upon  the  inland  tariff  covering  other  freight  from 
such  port  of  entry  to  such  place  of  destination,  or  at  any 
other  than  the  same  rate  established  at  such  inland  ports 
for  the  carriage  of  any  other  like  kind  of  traffic  in  the  ele¬ 
ments  of  bulk,  weight,  and  expense  of  carriage. 

The  accuracy  of  this  interpretation  of  the  law  was  chal¬ 
lenged  by  some  of  the  defendant  carriers.  In  passing 
upon  it  the  Supreme  Court  of  the  United  States  decided  i62U.  s.,i97. 
adversely  to  the  view  held  by  the  Commission.  The 
Supreme  Court  said  in  part: 

The  conclusions  that  we  draw  from  the  history  and  language  of  the 
act  and  from  the  decisions  of  our  own  and  the  English  courts  are 
mainly  these: 

That  the  purpose  of  the  Act  is  to  promote  and  facilitate  commerce 
by  the  adoption  of  regulations  to  make  charges  for  transportation  just 
and  reasonable  and  to  forbid  undue  and  unreasonable  preferences  or 
discriminations;  that  in  passing  upon  questions  arising  under  the 
act  the  tribunal  appointed  to  enforce  its  provisions,  whether  the  Com¬ 
mission  or  the  courts,  is  empowered  to  fully  consider  all  the  circum¬ 
stances  and  conditions  that  reasonably  apply  to  the  situation,  and  that 
in  the  exercise  of  its  jurisdiction  the  tribunal  may  and  should  consider 
the  legitimate  interests  as  well  of  the  carrying  companies  as  of  the 
traders  and  shippers,  and  in  considering  whether  any  particular  local¬ 
ity  is  subjected  to  an  undue  preference  or  disadvantage  the  welfare  of 
the  communities  occupying  the  localities  where  the  goods  are  deliv¬ 
ered  is  to  be  considered  as  well  as  that  of  the  communities  which  are 
in  the  locality  of  the  place  of  shipment;  that  among  the  circumstances 
and  conditions  to  be  considered  as  well  in  the  case  of  traffic  originat¬ 
ing  in  foreign  ports  as  in  the  case  of  traffic  originating  within  the  limits 
of  the  United  States  competition  that  affects  rates  should  be  consid¬ 
ered,  and  in  deciding  whether  rates  and  charges  made  at  a  low  rate 
to  secure  foreign  freights  which  would  otherwise  go  by  other  competi¬ 
tive  routes  are  or  are  not  Undue  and  unjust,  the  fair  interests  of  the 
carrier  companies  and  the  welfare  of  the  community  which  is  to  receive 
and  consume  the  commodities  are  to  be  considered;  that  if  the  Com¬ 
mission,  instead  of  confining  its  action  to  redressing,  on  complaint 
made  by  some  particular  firm,  person,  corporation,  or  locality,  some 
specific  disregard  by  common  carriers  of  provisions  of  the  Act,  pro¬ 
poses  to  promulgate  general  orders,  which  thereby  become  rules  of 
action  to  the  carrying  companies,  the  spirit  and  letter  of  the  act  require 
that  such  orders  should  have  in  view  the  purpose  of  promoting  and 
facilitating  commerce  and  the  welfare  of  all  to  be  affected,  as  well 
the  carriers  as  the  traders  and  consumers  of  the  country. 


28 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


In  its  report  for  1897  the  Commission  explained  the 
difference  of  interpretation  between  itself  and  the  Supreme 
Court,  saving: 

.  The  Commission  did  not,  and  decided  that  under  existing  law  it 
could  not,  take  into  consideration  the  circumstances  and  conditions 
affecting  transportation  of  traffic  by  reason  of  its  foreign  origin  and 
carriage  by  sea,  and  petitioned  the  court  to  enforce  the  order  of  the 
Commission  requiring  the  roads  to  afford  and  maintain  the  same  inland 
rates  on  domestic  traffic  as  were  charged  inland  on  shipments  from 
abroad.  The  court  refused  its  sanction  to  the  enforcement  of  the  Com¬ 
mission’s  order,  and  decided  that  in  consequence,  or  “out  of  a  mis¬ 
conception  of  the  purposes  and  meaning  of  the  act,”  the  Commission 
had  proceeded  on  an  improper  basis,  and  had  “declined  to  consider 
certain  circumstances  and  conditions  which,  under  a  proper  construc¬ 
tion  of  the  act,  it  ought  to  have  considered;”  that  “among  the  cir¬ 
cumstances  and  conditions  to  be  considered  as  well  in  the  case  of 
traffic  originating  in  foreign  ports  as  in  the  case  of  traffic  originating 
within  the  limits  of  the  United  States,  competition  that]  affects^rates 
should  be  considered.” 


^Long  and  short  haul  cases. — Other  questions  concerning 
the  meaning  of  the  phrase  “substantially  similar  circum¬ 
stances  and  conditions”  have  mainly  arisen  under  Section  4, 
commonly  known  as  the  “long  and  short  haul”  clause  of 
the  law.  This  clause  prohibits  a  greater  charge  in  the 
aggregate  for  transportation  between  any  two  points  than 
is  charged  at  the  same  time  for  the  carriage  of  similar 
traffic  for  a  greater  distance  over  the  same  line  in  the  same 


direction  when  the  greater  distance  includes  the  shorter 
distance,  unless  the  circumstances  and  conditions  attending 
the  two  services  are  substantially  dissimilar.  The  clause 
also  contains  a  proviso  empowering  the  Commission  to 
authorize  exceptions  in  special  cases  after  investigation. 
This  section  of  the  statute  attracted  a  great  deal  of  atten¬ 
tion  at  the  time  it  was  adopted  and  was  the  subject  of  con¬ 
siderable  controversy  in  the  discussion  in  Congress  which 
preceded  the  enactment  of  the  law.  Immediately  after  its 
organization  the  Commission  was  confronted  by  a  large 
number  of  applications  for  relief  under  the  “proviso” 
clause. 

In  general,  these  applications  represented  that  a  strict 
application  of  a  rigid  prohibition  of  higher  charges  for 
intermediate  services  would  result  in  loss  of  revenue  to 
the  roads  and  injury  to  the  business  of  the  country,  and 
while  some  of  them  took  the  ground  that  the  statute  con¬ 
templated  that  the  carriers  should  determine  for  them¬ 
selves  and  at  their  peril  whether  the  dissimilar  circum¬ 
stances  necessary  to  authorize  exceptions  were  actually  in 
existence,  it  was  apparently  deemed  more  prudent  by  some 
to  submit  to  temporary  losses  until  the  law  could  receive 
authoritative  construction  than  to  risk  incurring  the  heavy 
penalties  provided  should  their  interpretation  be  found  to 
be  erroneous.  Under  these  circumstances  many  tempo¬ 
rary  orders  of  relief  were  granted,  but  in  these  temporary 
orders  no  opinion  was  expressed  as  to  whether  they  were 
necessary  for  the  protection  of  the  carriers  in  case  the  cir¬ 
cumstances  and  conditions  were  really  dissimilar. 


DIGEST  OF  HEARINGS  ON  KAIL  WAY  RATES. 


29 


After  granting*  them  the  Commission  proceeded  at  once 
to  investigate  some  of  the  cases  presented,  and,  early  in  1887, 
issued  its  unanimous  report  and  opinion,  prepared  by  the o/theLomsvme 
then  chairman,  Hon.  Thomas  M.  Coolevx  Some  of  the  and  Nashville  r. 
conclusions  announced  in  this  opinion,,  as  stated  in  the  Rep°3i!  L  C‘  °‘ 
syllabus,  are: 

First.  That  the  prohibition  in  the  Fourth  section  of  the  Act  to  regu¬ 
late  commerce  against  a  greater  charge  for  a  shorter  than  for  a  longer 
distance  over  the  same  line  in  the  same  direction,  the  shorter  being 
included  in  the  longer  distance,  as  qualified  therein,  is  limited  to 
cases  in  which  the  circumstances  and  conditions  are  substantially 
similar. 

Second.  That  the  phrase  “under  substantially  similar  circumstances 
and  conditions”  in  the  Fourth  section  is  used  in  the  same  sense  as  in 
the  Second  section,  andunderthequalified  form  of  the  prohibition  in  the 
Fourth  section  carriers  are  required  to  judge  in  the  first  instance  with 
regard  to  the  similarity  or  dissimilarity  of  the  circumstances  and  con¬ 
ditions  that  forbid  or  permit  a  greater  charge  for  a  shorter  distance. 

Third.  That  the  judgment  of  carriers  in  respect  to  the  circumstances 
and  conditions  is  not  final,  but  is  subject  to  the  authority  of  the  Com¬ 
mission  and  of  the  courts  to  decide  whether  error  has  been  committed, 
or  whether  the  statute  has  been  violated.  And  in  case  of  complaint 
for  violating  the  Fourth  section  of  the  Act  the  burden  of  proof  is  on  the 
carrier  to  justify  any  departure  from  the  general  rule  prescribed  by 
the  statute  by  showing  that  the  circumstances  and  conditions  are  sub¬ 
stantially  dissimilar.  *  *  * 

Fifth.  That  the  existence  of  actual  competition  which  is  of  controll¬ 
ing  force  in  respect  to  traffic  important  in  amount  may  make  out  the 
dissimilar  circumstances  and  conditions  entitling  the  carrier  to  charge 
less  for  the  longer  than  for  the  shorter  haul  over  the  same  line  in  the 
same  direction,  the  shorter  being  included  in  the  longer  in  the  fol¬ 
lowing  cases: 

1.  When  the  competition  is  with  carriers  by  water  which  are  not 
subject  to  the  provisions  of  the  statute. 

2.  When  the  competition  is  with  foreign  or  other  railroads  which 
are  not  subject  to  the  provisions  of  the  statute. 

3.  In  rare  and  peculiar  cases  of  competition  between  railroads  \\  hich 
are  subject  to  the  statute,  when  a  strict  application  of  the  general  rule 
of  the  statute  would  be  destructive  of  legitimate  competition. 


It  will  be  noted  that  the  effect  of  the  conclusions  ex¬ 
pressed  in  the  foregoing  extracts  from  the  opinion  of  the 
Commission  was,  in  substance,  to  leave  the  44  proviso'1 
clause  of  Section  4 — that  is  the  clause  empowering  the 
Commission  in  special  cases  and  after  investigation  to 
authorize  exceptions  to  the  general  rule  of  the  section, 
without  any  real  effect.  The  Commission  did  not  over¬ 
look  this  fact,  but  broadly  intimated  that,  as  the  statute 
only  permitted  relief  to  be  accorded  in  44  special  cases'1 
and  44  after  investigation,”  it  did  not  contemplate  that  any 
petition  for  relief  would  be  granted,  except  after  proof  of 
the  existence  of  such  dissimilarity  of  circumstances  and 
conditions  as  would,  in  fact,  justify  the  carrier  in  depart¬ 
ing  from  the  general  rule  of  the  section  on  its  own  initia¬ 
tive.  The  Commission  said: 


In  making  the  orders  of  temporary  relief  no  opinion  was  expressed 
upon  the  question  whether  they  were  necessary  for  the  protection  of 
the  carriers  in  case  the  circumstances  and  conditions  were  found  to 
lie  in  fact  dissimilar.  The  railroad  companies  did  not  raise  that  ques¬ 
tion  but,  as  has  been  said,  elected  as  a  matter  of  prudence  to  apply  for 
the  preliminary  order.  No  objection  could  well  be  taken  to  this 


30 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


L.  N.  Tram¬ 
mell  et  al.r.  The 
Clyde  Steamship 
Co.,  et  al.,  5  I.  C. 
C.  Rep.,  324. 


course  provided  it  should  prove  to  be  practicable  for  the  Commission 
to  take  up  and  in  a  reasonable  time  dispose  of  the  several  applications 
made  to  it,  but  it  was  almost  immediately  perceived  that  the  number 
was  to  be  so  great  that  it  would  be  quite  out  of  the  question.  Each 
order  for  relief  would  necessarily  be  preceded  by  investigation  into  the 
facts  on  evidence  which  in  most  cases  would  be  best  obtained  along 
the  line  of  the  road  itself.  A  single  case  might  therefore  require  for 
its  proper  determination  the  taking  of  evidence  all  the  way  from  the 
Pacific  to  the  Atlantic,  and  this  not  merely  the  evidence  of  witnesses 
for  the  petitioning  carrier,  but  of  such  other  parties  as  might  conceive 
that  their  interests  or  the  interests  of  the  public  would  be  subserved 
either  by  granting  the  relief  applied  for  or  by  denying  it.  *  *  * 

Moreover,  the  adjudication  upon  a  petition  for  relief  would  in  many 
cases  be  far  from  concluding  the  labors  of  the  Commission  in  respect 
to  the  equities  involved,  for  questions  of  rates  assume  new  forms,  and 
may  require  to  be  met  differently  from  day  to  day;  and  in  those  sec¬ 
tions  of  the  country  in  which  the  reasons  or  supposed  reasons  for 
exceptional  rates  are  most  prevalent,  the  Commission  would,  in  effect, 
be  required  to  act  as  rate  makers  for  all  the  roads,  and  compelled  to 
adjust  the  tariffs  so  as  to  meet  the  exigencies  of  business,  while  at  the 
same  time  endeavoring  to  protect  relative  rights  and  equities  of  rival 
carriers  and  rival  localities.  This  in  any  considerable  State  would  be 
an  enormous  task.  In  a  country  so  large  as  ours,  and  with  so  vast  a 
mileage  of  roads,  it  would  be  superhuman.  A  construction  of  the 
statute  which  would  require  its  performance  would  render  the  due 
administration  of  the  law  altogether  impracticable,  and  that  fact 
tends  strongly  to  show  that  such  a  construction  could  not  have  been 
ntended. 


In  brief,  the  sub, stance  of  the  interpretation  of  this 
portion  of  the  statute  by  the  Commission  was  that,  when 
an  intermediate  service  is  compared  with  another  includ¬ 
ing  it,  there  are  only  two  possible  states  of  fact;  .either 
the  circumstances  and  conditions  are  substantially  similar, 
in  which  case  the  law  forbids  a  greater  charge  for  the 
intermediate  service  and  no  exception  could  properly  be 
granted  by  the  Commission,  or  they  are  substantially  dis¬ 
similar,  in  which  case  there  is  no  prohibition  of  a  greater 
charge  for  the  intermediate  service,  therefore,  the  section 
is  not  applicable  and  no  order  of  relief  is  necessary. 

At  a  later  date,  and  in  cases  in  which  a  more  minute 
study  of  the  facts  was  practicable,  the  Commission  some¬ 
what  modified  the  interpretation  of  the  Fourth  section  as 
rendered  in  the  Louisville  and  Nashville  case,  on  the  theorv 
that  the  earlier  interpretation  operated  to  defeat  the  pur¬ 
pose  which  Congress  had  in  view  in  enacting  the  law.  It 
was  held  in  the  Georgia  commission  cases  that,  although 
dissimilarity  of  circumstances  and  conditions  may  arise 
from  the  competition  of  carriers  subject  to  the  law,  such 
dissimilarity  could  avail  to  justify  greater  charges  for  the 
intermediate  distance  only  upon  the  exercise  by  the  Com¬ 
mission,  upon  petition  from  the  carrier,  of  its  power  to 
grant  exceptions. 

The  following,  from  the  report  and  opinion  of  the  Com¬ 
mission  in  these  cases,  explains  the  view  taken  at  this  time: 


In  stating  in  that  opinion  what  kinds  of  competition  might  entitle 
the  carrier  to  make  lesser  long-haul  charges,  or  that  create  dissimilar 
circumstances  and  conditions  under  which  it  would  be  justified  in 
charging  more  for  shorter  hauls,  we  now  think,  in  the  light  of  more 
than  five  years’  operation  of  the  statute,  that  the  Commission  should 
not  have  included  in  such  statement  “  rare  and  peculiar  cases  of  com- 


4 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 

petition  between  railroads  subject  to  the  Act  where  a  strict  application 
of  the  general  rule  of  the  statute  would  be  destructive  of  legitimate 
competition.”  if  this  language  in  the  opinion  was  fairly  susceptible  to 
the  interpretation  which  the  carriers  have  put  upon  it.  As  an  excep¬ 
tion  it  was  not  consistent  with  the  otherwise  harmonious  theory  on 
which  the  whole  opinion  was  based. 

It  constituted  an  exception  to  the  clear  reservation  for  the  primary 
action  of  the  Commission  in  cases  involving  competition  between  car¬ 
riers  subject  to  the  Act  which  is  implied  in  the  Fourth  section.  Because 
the  instances  of  such  “rare  and  peculiar”  cases  cited  in  the  opinion 
are  such  as  indicate  a  hardship  that  the  Commission  would  not  fail  to 
recognize,  and  by  an  order  under  the  provisory  clause  relieve,  if 
applied  for,  was  no  good  ground  for  permitting  the  carriers  to  deter¬ 
mine  for  themselves  what  cases  of  such  competition  are  rare  and  pecu¬ 
liar  or  when  any  cases  of  strife  for  traffic  between  carriers  subject  to 
the  law  will,  if  the  strict  rule  of  the  Fourth  section  is  applied,  be 
“  destructive  of  legitimate  competition.”  *  *  * 

We  think  there  is  nothing  in  the  statute  which  warranted  the 
exception.  y 

Stating  in  the  same  opinion  its  revised  interpretation  of 
the  section  under  discussion,  the  Commission  declared: 

A  concise  statement  of  this  construction  of  the  Fourth  section  on  the 
point  above  discussed  is:  The  carrier  has  a  right  to  judge  in  the  first 
instance  whether  it  is  justified  in  making  the  greater  charge  for  the 
shorter  distance  under  the  Fourth  section  in  all  cases  where  the  circum¬ 
stances  and  conditions  arise  wholly  upon  its  own  line  or  through  compe¬ 
tition  for  the  same  traffic  with  carriers  not  subject  to  regulation  under 
the  Act  to  regulate  commerce.  In  other  cases  under  the  Fourth  sec¬ 
tion  the  circumstances  and  conditions  are  not  presumptively  dissimilar, 
and  carriers  must  not  charge  less  for  the  longer  distance ,  except  upon 
the  order  of  the  Commission.  «  Aside  from  overruling  the  “rare  and 
peculiar”  cases  exception,  this  construction  is  no  departure  from  pre¬ 
vious  rulings  and  is  not  new. 

This  interpretation  of  Section  4  was  applied  by  the  Inter¬ 
state  Commerce  Commission  to  a  large  number  of  cases, 
the  subsequent  adjudication  of  which  by  the  Federal  courts 
resulted  in  refusals  to  enforce  the  orders  of  the  Commis¬ 
sion  based  upon  it  thus  presented  for  judicial  examination. 
This  difference  between  the  view  of  the  law,  for  a  time  held 
by  the  Commission  and  that  held  by  the  courts,  accounts  for 
many  of  the  cases  in  which  the  orders  of  the  Commission 
have  failed  to  receive  judicial  sanction.  It  should  be 
observed  that  the  Commission  did  not  at  any  time  declare 
that  the  exceptions  to  the  general  rule  of  the  long  and  short 
haul  clause,  which  were  complained  of  in  these  cases,  were 
without  justification,  but  decided  merely  that  such  justifi¬ 
cation  as  existed  in  the  circumstances  and  conditions  sur¬ 
rounding  the  different  services  could  have  legal  effect  only 
upon  presentation  to  the  Commission  and  the  exercise  of 
the  dispensing  power  which  it  assumed  to  possess.  Many 
of  the  orders  issued  at  this  time  clearly  indicate  the  expec¬ 
tation  that  if  the  defendant  carriers  accepted  the  Commis¬ 
sion’s  view,  they  would  appeal  to  it  for  relief  under  the 
u  proviso  ”  clause,  and  strongly  intimated  that  such  relief 
might  be  granted.  Thus,  as  outlined  in  the  opinion  in  the 
Georgia  commission  cases,  one  of  the  orders  was  as  follows: 

The  order  will  therefore  be  that  the  defendants  in  this  case  cease  and 
desist  within  twenty  days  after  receiving  a  copy  hereof  from  charging 


31 


«  The  italics  in  this  quotation  are  in  the  original. 


32 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Board  of  Trade 
of  Chattanooga 
v.  East  Tennes¬ 
see,  Virginia  and 
Georgia  Rwy.  et 
al.,6  I.  C.  Rep., 
546. 


181  U.  S.,  1. 


or  receiving  any  greater  compensation  in  the  aggregate  for  the  trans¬ 
portation  of  a  like  kind  of  property  from  Cincinnati  to  other  points, 
called  and  known  as  “Ohio  river  points,”  for  the  shorter  distance  to 
Calhoun,  Adairsville,  Kingston,  Cartersville,  Acworth,  or  Marietta, 
than  for  the  longer  distance  over  the  same  line  in  the  same  direction 
to  Atlanta,  the  shorter  being  included  within  the  longer  distance;  or 
that  the  defendants  make  and  file  with  the  Commission  within  the 
time  above  specified  an  application  or  applications,  as  the  case  may 
require,  as  provided  in  the  proviso  of  the  Fourth  section  of  the  Act  to 
regulate  commerce  for  relief  from  the  operation  of  that  section  in 
respect  to  the  prohibition  therein  contained  against  charging  or  receiv¬ 
ing  any  greater  compensation  in  the  aggregate  for  the  transportation 
of  like  kind  of  property  from  Cincinnati  and  other  Ohio  river  points 
to  the  shorter-distance  points  above  mentioned  than  for  such  trans¬ 
portation  over  the  same  line  in  the  same  direction  for  the  longer  dis¬ 
tance  to  Atlanta,  and  show  cause  within  sixty  days  after  service  of  the 
order  why  such  application  for  relief  should  be  granted;  and  upon  such 
application  the  evidence  already  taken  in  this  case  may  be  used.  In 
case  the  application  for  relief  shall  be  denied  the  order  to  cease  and 
desist  shall  stand,  and  compliance  therewith  will  lie  required  within 
twenty  days  after  service  of  the  order  denying  the  application. 

Iii  another  case,  decided  on  December  30,  1892,  the 
Commission  used  the  following  language: 

This  disposition  of  the  case  is  not  intended  to  preclude  the  defend¬ 
ants  from  applying  to  the  Commission  for  relief  from  the  restrictions 
imposed  by  the  Fourth  section  of  the  Act  on  the  ground  that  the  situa¬ 
tion  in  which  they  are  placed  with  reference  to  this  Nashville  traffic 
constitutes  one  of  the  special  cases  to  which  the  proviso  clause  of  the 
section  should  be  applied.  *  *  *  To  enable  the  defendants  to  apply 
for  relief  under  the  proviso  clause  of  the  Fourth  section  of  the  Act  to 
regulate  commerce  this  order  will  be  suspended  until  the  1st  day  of 
February,  1893.  *  *  *  In  case  such  a  relief  shall  be  applied  for 

within  the  time  mentioned  the  question  of  further  suspending  this 
order  until  the  hearing  and  determination  of  such  application  will  be 
duly  considered. 

In  the  case  from  which  the  foregoing  is  quoted  it  seems 
to  have  been  perfectly  clear  that  the  strict  enforcement  of 
the  general  rule  against  the  higher  charge  for  intermediate 
service  would  not  affect  the  situation  except  by  compelling 
the  defendant  carriers  to  withdraw  from  competition  for 
the  business  of  the  longer  distance  point.  The  rates  at 
the  terminal  point,  as  the  Commission  plainly  stated,  were 
controlled  by  other  carriers  which  were  not  parties  to  the 
litigation,  and  the  defendant  had  no  voice  or  influence  in 
determining  their  amount.  This  portion  of  the  decision 
reads  as  follows: 

The  present  Nashville  rate  is  prescribed  by  the  rail  lines  reaching 
that  point  via  Cincinnati,  and  the  defendant  lines  through  Chattanooga 
have  no  voice  or  influence  in  determining  its  amount.  These  lines 
are  under  compulsion,  therefore,  to  meet  rates  which  other  carriers 
have  established  or  leave  those  carriers  in  undisturbed  possession  of 
the  entire  traffic.  They  have  no  alternative  but  to  accept  the  measure 
of  compensation  dictated  by  independent  rivals  or  abandoning  the 
large  percentage  of  Nashville  business  which  they  now  secure. 

In  reviewing  this  decision  and  refusing  to  enforce  the 
order  issued  in  accordance  with  it,  the  Supreme  Court  of 
the  United  States  said: 

The  record  makes  it  clear  that  in  allowing  this  order  the  Commission 
thought  that  its  literal  enforcement  would  bring  about  an  injustice, 
and  therefore  that  the  order  was  entered  solely  because  it  was  deemed 
that  the  technical  requirements  of  the  statute  must  be  complied  with. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


33 


The  first  case  in  which  the  Supreme  Court  passed  upon 
the  theory  of  law,  announced  in  the  Georgia  commission 
cases,  arose  on  an  application  to  enforce  the  order  of  the 
Commission  against  the  Alabama  Midland  Railway  in  what 
is  commonly  known  as  the  “Troy”  case.  In  this  case  the 
court  plainly  decided  that  dissimilarity  of  circumstances 
and  conditions  may  arise  from  the  competition  of  carriers 
subject  to  the  act  and  that  where  such  dissimilarity  exists, 
there  being  no  prohibition  of  the  greater  charge  for  the 
intermediate  haul,  the  carriers  are  obviously  under  no  obli¬ 
gation  to  apply  to  the  Commission  for  relief  against  a 
prohibition  which  does  not  exist. 

In  other  words,  a  railway  is  not  precluded  from  setting 
up/  this  defense,  either  before  the  courts  or  before  the 
Commission,  for  the  reason  that  it  has  not  sought  an  order 
for  relief  at  the  hands  of  the  latter.  The  Supreme  Court 
said,  in  part: 


4  Inter.  Com. 
Rep.,  348. 


168  U.  8.,  144. 


In  order  further  to  guard  against  any  misapprehension  of  the  scope 
of  our  decision,  it  may  be  well  to  observe  that  we  do  not  hold  that 
the  mere  fact  of  competition,  no  matter  what  its  character  or  extent, 
necessarily  relieves  the  carrier  from  the  restraints  of  the  Third  and 
Fourth  sections,  but  only  that  those  sections  are  not  so  stringent  and 
imperative  as  to  exclude  in  all  cases  the  matter  of  competition  from 
consideration  in  determining  the  questions  of  “  undue  or  unreason¬ 
able  preference  or  advantage,”  or  what  are  “substantially  similar  cir¬ 
cumstances  and  conditions.”  The  competition  may  in  some  cases  be 
such  as,  having  due  regard  to  the  interests  of  the  public  and  of  the 
carrier,  ought  justly  to  have  effect  upon  the  rates,  and  in  such  cases 
there  is  no  absolute  rule  which  prevents  the  Commission  or  the  courts 
from  taking  that  matter  into  consideration. 


Referring,  in  the  same  opinion,  to  an  expression  of  the  u.  s.  App.. 
circuit  court  in  deciding  the  same  case,  the  Supreme 
Court  used  the  following  language: 


The  last  sentence  in  this  extract  is  objected  to  by  the  Commission’s 
counsel,  as  declaring  that  the  determination  of  the  extent  to  which 
discrimination  was  justified  by  circumstances  and  conditions  should 
be  left  to  the  carriers.  If  so  read  we  should  not  be  ready  to  adopt  or 
approve  such  a  position.  But  we  understand  the  statement,  read  in 
the  connection  in  which  it  occurs,  to  mean  only  that  when  once  a 
substantial  dissimilarity  of  circumstances  and  conditions  has  been 
made  to  appear  the  carriers  are,  from  the  nature  of  the  question,  bet¬ 
ter  fitted  to  adjust  their  rates  to  suit  such  dissimilarity  of  circumstances 
and  conditions  than  courts  or  commissions.  *  *  *  But  it  does  not 
mean  that  the  action  of  the  carriers  in  fixing  and  adjusting  the  rates 
in  such  instances  is  not  subject  to  a  revision  by  the  Commission  and 
the  courts,  when  it  is  charged  that  such  action  has  resulted  in  rates 
unjust  or  unreasonable  or  in  unjust  discriminations  and  preferences. 


Further  light  upon  the  law,  as  finally  interpreted  by  the 
Supreme  Court,  especially  upon  the  question  whether  an 
adjustment  of  rates  contrary  to  the  general  rule  of  Section 
4,  but  justifiable  by  the  existence  of  competition  at  the 
longer  distance  point  may  be  within  the  condemnation  176 u.  s.,  648. 
of  Section  3,  may  be  found  in  the  opinion  in  Louisville 
and  Nashville  v.  Behlmer,  in  which  the  court  said: 

It  follows  that  while  the  carrier  may  take  into  consideration  the 
existence  of  competition  as  the  producing  cause  of  dissimilar  circum¬ 
stances  and  conditions,  his  right  to  do  so  is  governed  by  the  following 
principles:  First,  the  absolute  command  of  the  statute  that  all  rates 
S.  Doc.  244,  59-1 - 3 


34 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


181  U.S.,  1. 


shall  be  just  and  reasonable  and  that  no  undue  discrimination  be 
brought  about,  though,  in  the  nature  of  things,  this  latter  considera¬ 
tion  may,  in  many  cases,  be  involved  in  the  determination  of  whether 
competition  was  such  as  created  a  substantial  dissimilarity  of  condi¬ 
tions;  second,  that  the  competition  relied  upon  be  not  artificial  or 
merely  conjectural,  but  material  and  substantial,  thereby  operating 
on  the  question  of  traffic  and  rate  making,  the  right  in  every  event 
to  be  only  enjoyed  with  a  due  regard  to  the  interest  of  the  public, 
after  giving  full  weight  to  the  benefits  to  be  conferred  on  the  place 
from  whence  the  traffic  moved  as  well  as  those  to  be  derived  by  the 
locality  to  which  it  is  to  be  delivered. 

Referring-  particularly  to  this  passage  in  its  opinion  in 
East  Tennessee,  Virginia  and  Georgia  Railway  r.  Inter¬ 
state  Commerce  Commission,  the  court  said: 

The  summing  up  or  grouping  of  the  various  provisions  of  the  Act 
which  was  made  in  the  passages  relied  upon  but  served  to  point  but 
that  the  provisions  of  the  statute,  allowing  competition  to  become  the 
cause  of  dissimilarity  of  circumstance  and  condition,  could  operate  no 
injurious  effect  in  view  of  the  other  provisions  of  the  Act  protecting 
against  discrimination  and  preference;  that  is,  the  undue  preference 
and  unjust  discrimination  against  which  the  other  provisions  of  the 
statute  were  aimed. 

*  *  *  In  a  supposed  case  when,  in  the  first  instance,  upon  an 
issue  as  to  the  violation  of  the  Fourth  section  of  the  Act,  it  is  conceded 
or  established  that  the  rates  charged  to  the  shorter  distance  point  are 
just  and  reasonable  in  and  of  themselves,  and  it  is  also  shown  that  the 
lesser  rate  charged  for  the  longer  haul  is  not  wholly  unremunerative 
and  has  been  forced  upon  the  carriers  by  competition  at  the  longer 
distance  point,  it  must  result  that  the  discrimination  springing  alone 
front  a  disparity  in  rates  can  not  be  held,  in  legal  effect,  to  be  the 
voluntary  act  of  the  defendant  carriers  and  as  a  consequence  the  pro¬ 
visions  of  the  Third  section  of  the  Act  forbidding  the  making  or  giv¬ 
ing  of  an  undue  or  unreasonable  preference  or  advantage  will  not 
apply.  The  prohibition  of  the  Third  section  when  that  section  is  con¬ 
sidered  in  its  proper  relation,  is  directed  against  unjust  discrimina¬ 
tion  or  undue  preference  arising  from  the  voluntary  and  wrongful  act 
of  the  carriers  complained  of  as  having  given  undue  preference,  and 
does  not  relate  to  acts  the  result  of  conditions  wholly  beyond  the  con¬ 
trol  of  such  carriers. 

• 

Again,  in  the  case  last  quoted,  the  Supreme  Court 
clearly-  stated  that  in  its  view  the  interpretation  which  it 
had  adopted  does  not  permit  any  injustice  which,  under  a 
different  view  of  the  law,  might  be  prevented.  The  quo¬ 
tation  which  follows  is  applicable  not  only  to  the  facts  in 
the  particular  case  but  to  numerous  other  cases  of  similar 
character.  The  court  said: 

The  only  principle  by  which  it  is  possible  to  enforce  the  whole 
statute  is  the  construction  adopted  by  the  previous  opinions  of  this 
court;  that  is,  that  competition  which  is  really  an  exercise  of  poten¬ 
tial  influence  on  rates  to  a  particular  point  brings  into  play  the 
dissimilarity  of  circumstances  and  conditions  provided  by  the  statute 
and  justifies  the  lesser  charge  to  the  more  distant  and  competitive 
point  than  to  the  nearer  and  noncompetitive  place,  and  that  this  right 
is  not  destroyed  by  the  mere  fact  that  incidentally  the  lesser  charge  to 
the  competitive  point  may  seemingly  give  a  preference  to  that  point 
and  the  greater  rate  to  the  noncompetitive  point  may  apparently 
engender  a  discrimination  against  it.  We  say  seemingly  on  the  one 
hand  and  apparently  on  the  other  because  in  the  supposed  cases  the 
preference  is  not  “undue”  or  the  discrimination  “unjust.” 

This  is  clearly  so,  when  it  is  considered  that  the  lesser  charge  upon 
which  both  the  assumption  of  preference  and  discrimination  is  predi¬ 
cated  is  sanctioned  by  the  statute,  which  causes  the  competition  to 
give  rise  to  the  right  to  make  such  lesser  charges.  Indeed,  the  find- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


35 


ings  of  fact  made  by  the  Commission  in  this  case  leave  no  room  for 
the  contention  that  either  undue  preference  in  favor  of  Nashville  or 
unjust  discrimination  against  Chattanooga  arose  merely  from  the  act 
■of  the  carriers  in  meeting  the  competition  existing  at  Nashville.  The 
Commission  found  that  if  the  defendant  carriers  had  not  adjusted 
their  rates  to  meet  the  competitive  condition  at  Nashville  the  only 
■consequence  would  have  been  to  deflect  the  traffic  at  the  reduced  rates 
■over  other  lines.  Frbm  this  it  follows  that,  even  although  the  carriers 
had  not  taken  the  dissimilarity  of  circumstances  and  conditions  into 
view  and  had  continued  their  rates  to  Nashville  just  as  if  there  had 
been  no  dissimilarity  of  circumstance  and  condition,  the  preference  in 
favor  of  Nashville  growing  out  of  the  conditions  there  existing  would 
have  remained  in  force,  and  hence  the  discrimination  which  thereby 
arose  against  Chattanooga  would  have  likewise  continued  to  exist. 
In  other  words,  both  Nashville  and  Chattanooga  would  have  been 
exactly  in  the  same  position  if  the  long  and  short  haul  clause  had  not 
been  brought  into  play. 


The  moans  o  fen  for  cement  prov  Ided. — Having-  established 
these  standards  of  obligation,  Congress  proceeded  to  pro¬ 
vide  means,  in  addition  to  those  already  existing  for  the 
enforcement  of  all  Federal  law,  for  the  special  purpose  of 
enforcing  this  statute.  In  the  means  thus  provided  are  to 
be  found  evidences  of  all  the  conflicting  views  at  that  time 
held  as  to  the  proper  means  of  securing  equitable  adjust¬ 
ment  of  railway  charges. 

Thus,  in  1887,  there  were  those  who  believed  that  the 
competition  of  rival  routes  seeking  the  same  traffic  is  in 
itself  a  sufficient  means  for  securing  just  charges.  Oth¬ 
ers  believed  that  if  suitable  machinery  for  exposing  in¬ 
stances  of  injustice  were  created,  the  public  sentiment 
which  would  be  invoked  would  operate  with  such  com¬ 
pelling  force  as  to  result  in  the  correction  of  all  serious 
evils,  Avhile  still  another  group  of  publicists  held  that  the 
only  way  to  secure  adequate  relief  was  to  provide  an  effi¬ 
cient  and  summary  process  bv  which  the  authority  of  the 
State  could  be  directly  and  promptly  brought  to  bear  to 
compel  satisfactory  adjustments.  With  these  distinctions 
borne  in  mind  it  is  only  necessary  to  suggest  the  following- 
heads  under  which  the  means  provided  in  the  interstate- 
commerce  law  of  1887  may  be  classified: 

A.  Efforts  to  perpetuate  interline  competition. 

B.  Efforts  to  invoke  popular  sentiment  through  publicity. 

C.  Efforts  to  establish  a  summary  process  of  relief. 


The  Interstate  Commerce  Commission.—  The  position  of 
the  Commission  created  bv  the  Act  to  regulate  commerce 
in  the  regulative  system  provided  is  not  so  definite  as  to 
bring  its  functions  clearly  within  either  of  the  foregoing. 
Since  the  adoption  of  the  amendment  of  1889  it  has  been 
expressly  required  “to  execute  and  enforce”  the  law,  and 
even  prior  to  that  date  its  duty  to  receive  and  investigate 
complaints,  and  when  “anything  has  been  done  or  omitted 
to  be  done  in  violation  of  the  provisions  of  this  Act'1  to 
require  the  defendant  common  carrier  “  to  cease  and  desist 
from  such  violation  and  to  make  reparation  for  the  injury 
so  found  to  have  been  done”  included  all  provisions — those 
to  perpetuate  competition,  as  well  as  those  to  secure  pub- 


Section  12. 
Section  113 

Section  15. 


36 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Section  6. 

Section  12. 


Section  20. 
Section  21. 


Sections  13,17, 
Section  14. 

Section  16. 
Section  15. 

Section  16. 


Section  6. 

Section  20. 


Section  11. 


Section  18. 


licity — and  was,  in  fact,  a  part  of  the  summary  process  of 
relief. 

The  functions  of  the  Commission  partake  of  the  nature 
of  all  of  the  three  divisions  of  governmental  power.  “  To 
execute  and  enforce”  the  law  is  obviously  an  executive 
function.  As  an  executive  agencv,  also,  the  Commission 
receives  contracts  and  rate  schedules,  classifies  and  tiles 
them,  and  provides  for  their  preservation.  In  similar 
capacity  it  inquires  “into  the  management  of  the  business 
of  all  common  carriers”  subject  to  the  law;  prosecutes 
before  the  courts  applications  for  the  enforcement  of  its 
orders;  receives  statistical  reports  and  compiles  and  pub¬ 
lishes  statistics;  reports  annually  to  Congress,  with  rec¬ 
ommendations  as  to  additional  legislation,  and  (under  the 
Elkins  law)  proceeds  when  it  has  “reasonable  ground  for 
belief”  that  passengers  or  freight  are  “being  carried  at 
less  than  the  published  rates  on  file”  or  that  there  are 
being  practiced  any  other  “discrimination  forbidden  by 
law11  to  invoke  the  aid  of  the  Federal  courts  to  secure 
relief  for  those  injured. 

At  other  times,  performing  duties  partaking  of  a  judicial 
character,  the  Commission  hears  complaints,  issues  its 
“report”  and  makes  “findings  of  fact,”  such  findings  of 
fact  becoming  “  prima  facie  evidence  of  the  matters  therein 
stated,”  and  issues  to  the  defendants  its  “notice”  or 
“order”  providing  for  adequate  relief.  Again,  it  is  in 
the  exercise  of  at  least  quasi-legislative  powers  that  the 
Commission  prescribes  “the  measure  of  publicity  which 
shall  be  given”  to  joint  rates  and  to  charges  therein  and 
determines  “the  form  in  which  the  schedules”  of  rates 
shall  be  printed  and  published.  It  also  has  similar  authority 
to  prescribe  “a  uniform  system  of  accounts  and  the  man¬ 
ner  in  which  such  accounts  fehall  be  kept.” 

The  Commission  to  which  these  powers  are  intrusted  con¬ 
sists  of  five  persons  appointed  by  the  President,  with  the 
advice,  and  consent  of  the  Senate.  They  serve  terms  of  six 
years,  ending  on  different  dates,  may  be  removed  “for 
inefficiency,  neglect  of  duty,  or  malfeasance  in  office,”  not 
more  than  three  may  be  “appointed  from  the  same  political 
party,”  and  none  of  them  may  “engage  in  any  other 
business,  vocation,  or  employment,”  or  own  “stock  or 
bonds,”  or  be  “in  any  manner  pecuniarily  interested” 
in  any  carrier  subject  to  the  law,  or  hold  “any  official 
relation”  to  such  a  earlier.  Each  Commissioner  is  paid 
a  salary  of  $7,500  per  annum,  in  the  same  manner  as  the 
jud  ges  of  the  United  States  courts. 

The  effort  to  perpetuate  competition. —  From  1870  to  1887 
the  most  conspicuous  feature  in  railway  management  was 
the  effort  to  control  inter-line  rivalry  through  agreements 
to  maintain  the  rates  applied  to  traffic  competed  for  by 
two  or  more  lines.  As  earlv  as  1870  these  agreements 
took  the  form  of  contracts  to  divide  traffic,  or  the  gross  or 
net  earnings  therefrom,  in  proportions  fixed  in  the  agree¬ 
ments  or  adjusted  from  time  to  time  in  accordance  with 
their  terms.  Arrangements  of  this  sort  were  denomi- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


37 


nated  Spools."  Their  object  was  to  protect  agreements 
as  to  rates  by  the  removal,  so  far  as  practicable,  of  the 
incentive  to  their  violation.  The  effort  to  perpetuate 
inter-line  competition  is  expressed  in  the  prohibition  of 
these  agreements,  which  is  contained  in  the  Fifth  section. 

According  to  this  section  it  is  unlawful  to  enter  into  ainT 
agreement  or  combination  “for  the  pooling  of  freights  of 
different  and  competing  railroads  or  to  divide  between 
them  the  aggregate  or  net  proceeds  of  the  earnings  of  such 
railroads  or  any  portion  thereof,’’  and  every  day  of  the 
continuance  of  such  an  agreement  is  made  to  constitute  a 
separate  offense.  This  statute  brought  to  an  abrupt  end 
the  efforts  to  mitigate  the  force  of  interline  rivalry  by  the 
expedient  of  dividing  freight  or  earnings,  but  it  in  no  way 
moderated  the  desire  of  the  carriers  to  save  themselves  and 
their  intermediate  traffic  from  the  extreme  results  of  un¬ 
controlled  competition  at  their  terminals.  With  this  end 
in  view  many  of  the  associations  which  had  operated  as 
pools  prior  to  the  enactment  of  the  law  of  1887  were  there¬ 
after  continued,  with  some  modifications,  including  the 
omission  of  their  pooling  features. 

Generally  speaking,  their  functions,  after  this  date, 
were  to  effect  agreements  as  to  the  charges  to  be  applied 
to  the  traffic  within  the  jurisdiction  of  each,  to  collect 
statistics  of  its  distribution  among  the  rival  routes,  to 
publish  the  rate  schedules  fixed  by  agreement,  and  to 
furnish  a  means  of  detecting  and  correcting  deviations 
from  these  published  schedules. 

There  were  also  numerous  attempts  to  attain  the  result 
which  had  formerly  been  sought  through  pooling  agree¬ 
ments;  that  is,  to  restrain  the  carriers  most  subject  to  the 
temptation  to  cut  below  the  tariff  rates  by  insuring  to  them 
a  volume  of  traffic  sufficient  to  remove  that  temptation, 
by  permitting  such  routes  to  charge  rates  lower  by  fixed 
amounts  (called  differentials;  these  arrangements  involved 
a  great  extension  of  the  use  of  differentials)  than  the  rates 
applied  to  the  same  traffic  when  carried  via  the  standard 
routes.  It  is  to  be  observed  that  the  formal  difference 
between  the  pooling  agreements  which  were  common  prior 
to  1887  and  the  traffic  association  agreements  bv  which 
they  were  followed  (all  matters  extraneous  to  the  present 
discussion  being  disregarded)  is  that  the  latter  attempt 
directly  to  control  the  rates,  sometimes  seeking  to  make 
this  control  effectual  by  adjusting  them  so  as  to  determine 
the  distribution  of  traffic,  while  the  former  attempted,  in¬ 
directly,  to  control  the  rates  by  means  of  direct  control  of 
the  distribution  of  traffic  or  gross  or  net  earnings. 

That  the  idea  of  apportionment  of  traffic  was  not  absent 
from  the  later  associations  is  shown  by  many  examples. 
The  agreement  of  1893  of  the  Central  Traffic  Association, 
for  example,  contained  the  proviso  that — 

whenever  any  party  hereto  feels  that  its  traffic  is  being  unjustly 
depleted  it  shall  represent  the  facts  in  writing  to  the  Commissioner, 
who  shall  promptly  endeavor  to  secure  to  the  parties  hereto  their 
share  of  traffic. 


38 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Again,  in  the  articles  of  agreement  of  the  Trans-Missouri 
Freight  Association  one  may  read  the  following: 


If  the  maintenance  of  uniform  tariffs  by  all  lines  reduces  the  traffic 
of  any  party  below  a  fair  proportion  of  the  traffic  in  competition,  the 
tariffs  may  be  so  adjusted  from  time  to  time  as  to  protect  such  lines 
from  an  unjust  depletion  of  traffic,  such  adjustment  to  be  made  under 
the  rules  of  this  association. 


Pp.  25-28. 


116  U.  S.,  290 
171  U.  S.,  505 


In  its  Second  Annual  Report  (1888)  the  Commission  said: 


But  the  voluntary  establishment  of  such  extensive  responsibility 
would  require  such  mutual  arrangements  between  the  carriers  as 
would  establish  a  common  authority  which  should  be  vested  with 
power  to  make  traffic  arrangements,  to  fix  rates  and  provide  for  their 
steady  maintenance,  to  compel  the  performance  of  mutual  duties 
among  the  members,  and  to  enforce  promptly  and  efficiently  such 
sanctions  to  their  mutual  understanding  as  might  be  agreed  upon. 
Something  faintly  resembling  this,  as  heretofore,  has  been  done 
through  the  railroad  associations,  but  the  only  effectual  sanction 
which  they  have  as  yet  contrived  whereby  the  observance  of  good 
faith  in  their  mutual  dealings  could  be  enforced  was  through  the 
device  of  pooling  their  freight  or  earnings. 

Even  this  was  imperfect,  because  the  arrangement  could  always  be 
withdrawn  from  at  pleasure,  but  pooling  is  now  out  of  their  power, 
being  forbidden  by  law.  *  *  *  Without  legislation  to  favor  it  little 
can  be  done  beyond  the  formation  of  consulting  and  advisory  associa¬ 
tions,  and  the  work  of  these  is  not  only  necessarily  defective,  but  it  is 
also  limited  to  circumscribed  territory.  *  *  *  But  the  evils  aris¬ 
ing  from  the  want  of  friendly  business  associations  between  the  rail¬ 
roads  fall  largely  upon  the  public  also.  *  *  *  The  public  has  an 
interest  in  being  protected  against  the  probable  exercise  of  any  such 
power.  But  its  interest  goes  further  than  this;  it  goes  to  the  estab¬ 
lishment  of  such  relations  among  the  managers  of  roads  as  will  lead  to 
the  extension  of  their  traffic  arrangements  with  mutual  responsibility 
just  as  far  as  may  be  possible,  so  that  the  public  may  have  in  the 
service  performed  all  the  benefits  and  conveniences  that  might  be 
expected  to  follow  from  general  federation.  There  is  nothing  in  the 
existence  of  such  arrangements  which  is  at  all  inconsistent  with  earn¬ 
est  competition.  They  are  of  general  convenience  to  the  carriers,  as 
well  as  to  the  public,  and  their  voluntary  extension  may  be  looked 
for  until  in  the  strife  between  the  roads  the  limits  of  competition  are 
passed  and  warfare  is  entered  upon. 

*  *  *  While  the  Commission  is  not  at  this  time  prepared  to  rec¬ 
ommend  general  legislation  toward  the  establishment  and  promotion  of 
relations  between  the  carriers  that  shall  better  subserve  the  public  in¬ 
terest  than  those  which  are  now  common,  it  must  nevertheless  look 
forward  to  the  possibility  of  something  of  that  nature  becoming  at 
some  time  imperative,  unless  a  great  improvement  in  the  existing  con¬ 
ditions  of  things  is  voluntarily  inaugurated. 


That  progress  of  the  kind  indicated  by  the  Commission 
might  have  proceeded  so  far  as  profoundly  Jto  affect  the 
situation  had  nothing  intervened  to  prevent  it  can  now 
neither  be  proved  nor  disproved.  The  force  which  inter¬ 
vened  was  the  adoption,  in  1890,  of  the  so-called  “Anti¬ 
trust  law,”  and  the  decisions  of  the  Supreme  Court  of  the 
United  States  in  the  Trans-Missouri  Association  and  the 
Joint  Traffic  Association  cases,  in  which  it  was  held  that 
this  law  is  applicable  to  agreements  among  railways  and 
that  it  is  effective  to  prohibit  agreements  as  to  charges, 
even  though  the  rates  provided  under  them  are  reasonable 
and  just. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


39 


In  its  Fourteenth  Annual  Report  the  Interstate  Com-  190°.  p- 9- 
merce  Commission  said: 


The  Anti-trust  act,  so  called,  as  interpreted  by  the  courts,  renders  any 
agreement  with  reference  to  the  making  or  maintaining  of  interstate 
rates  a  crime.  But  if  carriers  are  to  make  public  their  rates  and  to 
charge  all  shippers  the  same  rate,  they  must,  as  a  practical  matter, 
agree  to  some  extent  with  respect  to  those  rates. 

Since  the  decisions  referred  to,  the  scope  of  railway 
associations  has  been  greatly  restricted  and  their  develop¬ 
ment  along  the  lines  formerly  indicated  has  undoubtedly 
stopped.  There  are  assertions  in  the  testimony  that  the 
organizations,  which  now  exist,  do  perform  functions 
closely  akin,  at  least,  to  those  that  have  been  prohibited, 
and  that  at  conferences  among  the  traffic  representatives 
of  rival  lines  understandings  as  to  rates  are  reached  which 
are  obnoxious  to  the  law  as  thus  interpreted.  The  opinion 
of  the  Interstate  Commerce  Commission  upon  this  point, 
as  announced  in  its  Fifteenth  Annual  Report,  follows :  1902>  p-  16- 

Such  associations,  in  fact,  exist  now  as  they  did  before  those  deci¬ 
sions,  and  with  the  same  general  effect.  In  justice  to  all  parties,  we 
ought  probably  to  add  that  it  is  difficult  to  see  how  our  interstate 
railways  could  be  operated,  with  due  regard  to  the  interest  of  the 
shipper  and  the  railway,  without  concerted  action  of  the  kind  afforded 
through  these  associations. 

In  its  Second  Annual  Report  the  Interstate  Commerce  1898,  p.  26. 
Commission  said: 


With  pooling  prohibited,  the  tendency  among  the  railways  seems 
likely  to  be  in  the  direction  of  consolidation  as  the  only  means  of 
effectual  protection  against  mutual  jealousies  and  destructive  rate  wars. 

Twelve  years  later,  in  its  Fourteenth  Annual  Report,  i9oi,  p.  8. 
the  same  body  declared: 


The  present  state  of  the  law  and  the  facts  here  referred  to  have 
undoubtedly  furnished  great  incentive  to  the  consolidation  or  unifica¬ 
tion  of  rival  lines,  which  is  at  once  the  most  conspicuous  and  the  most 
significant  result  of  current  railroad  financeering. 


A  movement  toward  the  consolidation  of  formerly 
separate  and  independent  railway  corporations  has  char¬ 
acterized  the  entire  period  of  railway  development  in  the 
United  States,  but  there  is  no  question  that  this  move¬ 
ment,  as  suggested  by  the  foregoing,  has  gone  forward 
upon  a  larger  scale  since  the  decisions  just  referred  to 
than  during  any  previous  period. 

Whether  this  acceleration  of  the  tendency  toward  con¬ 
solidation  is  wholly  attributable  to  the  state  of  public 
regulation,  or  how  far  it  has  been  affected  by  the  extraor¬ 
dinary  investing  power  of  the  masses  of  the  people 
which  is  an  incident  of  unprecedented  general  prosperity 
and  to  the  unusual  opportunities  offered  by  the  railway 
bankruptcies  and  reorganizations  that  resulted  from  the 
industrial  depression  of  1893  and  were  so  significant  a 
feature  of  railway  finance  during  the  ensuing  four  years, 
are  perhaps  open  questions.  Some  signiti cant  facts  of  the 
recent  operation  of  this  tendency,  so  far  as  they  can  be 


40 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Appendix  VI. 


measured  by  statistics,  are  presented  in  an  appendix  to 
this  report. 

Efforts  to  invoke  public  sentiment  through  publicity. — In 
1887,  as  at  the  present  time,  it  was  generally  agreed  that 
the  efforts  to  regulate  the  railways  of  Massachusetts 
through  a  State  commission  which  depends  upon  the  force 
of  public  sentiment  for  the  enforcement  of  its  conclusions 
had  been  highly,  and  perhaps  exceptionally,  successful. 
In  applying  this  principle  of  publicity  in  a  Federal  statute 
which  created  a  commission  of  larger  scope  and  authority 
than  the  commission  of  Massachusetts  the  Interstate 
Commerce  law  provided — 

A.  That  all  rates  should  be  filed  at  Washington  and  made  public 
by  the  carriers  themselves. 

B.  That  contracts  between  railways  and  other  common  carriers 

%j 

affecting  traffic  subject  to  the  act  should  be  filed  at  Washington. 

C.  That  complaints* against  the  railways  should  be  investigated  by 
the.  Commission,  and  that  its  findings  of  fact,  conclusions,  and  recom¬ 
mendations  should  be  made  public. 

D.  That  the  Commission  should  have  authority  to  inquire  into  the 
management  of  the  business  of  all  carriers  subject  to  the  law  and 
should  keep  itself  informed  as  to  the  manner  and  method  in  which 
such  business  is  conducted. 

E.  That  the  Commission  should  collect  statistics  of  railway  opera¬ 
tions. 

F.  That  the  Commission  should  make  annual  reports  of  informa¬ 
tion  considered  of  value  in  relation  to  the  regulation  of  commerce, 
which  should  also  include  its  recommendations,  if  any,  for  further 
legislation. 


It  will  be  observed  from  the  foregoing  that  the  word 
u  publicity ’’  is  given  a  very  broad  significance,  extending 
as  far  at  times  as  to  include  the  principle  of  conciliation. 

The  publication  of  rate  schedules. — Among  the  means 
for  securing  publicity  none  is  more  comprehensive  or  of 
more  self-evident  importance  than  the  publication  of  the 
rates  of  charge.  The  Sixth  section  of  the  Act  to  regulate  com¬ 
merce  accordingly  provided  that  each  carrier  should  print 
and  keep  for  public  inspection  schedules  of  the  rates  and 
fares  and  charges  for  the  transportation  of  passengers  and 
property'  over  its  railroad,  and  that  these  schedules  should 
include  all  terminal  charges  and  rules  or  regulations  which 
in  any  wise  change,  affect,  or  determine  the  amount  to  be 
paid.  This  section  also  required  that  ten  days’  public 
notice  of  an  advance  in  rates  should  be  given. 

The  foregoing  provisions  were  applicable  only  to  the 
rates  applied  to  passengers  or  property  transported  over 
the  line  of  a  single  carrier,  but  it  was  required  that  both 
local  and  joint  rates  (when  the  latter  were  agreed  upon  by 
two  or  more  carriers)  should  be  tiled  with  the  Commission, 
and  that  the  joint  rates  should  be  made  public  as  it  might 
direct.  On  March  2,  1889.  an  amendment  to  the  law 
required  that  individual  tariffs  should  be  posted  in  two 
public  and  conspicuous  places  in  every  station  at  which 
passengers  or  freight  are  received  for  transportation,  and 
that  three  days’  notice  of  reductions  in  charges  should  be 
given  in  the  same  manner  as  the  ten  days'  notice  of  ad- 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


41 


vances.  The  provisions  in  regard  to  notice  of  changes 
were  also  made  applicable  to  joint  tariffs.  At  the  same 
time  the  Commission  was  given  authority  to  “  prescribe 
the  form  in  which  schedules  required  to  be  kept  open  to 
public  inspection”  should  be  arranged  and  to  change  that 
form  from  time  to  time  as  might  be  found  expedient. 
Upon  the  adoption  of  this  amendment  the  Commission 
issued  two  circulars  which  appear  as  appendices  two  and 
three  to  its  Third  Annual  Report  (18811). 

The  first  of  these,  dated  May  12,  1889,  merely  called 
the  attention  of  the  carriers  to  the  new  requirements  in 
regard  to  local  tariffs,  while  the  second,  dated  March  23. 
1889,  announced  that  the  Commission  had  exercised  its 
discretion  as  to  the  measure  of  publicity”  which  shall  be 
given  to  joint  rates  b}r  ordering  that — 

Every  such  advance  or  reduction  shall  be  so  published  by  plainly 
printing  the  same  in  large  type,  two  copies  of  which  shall  be  posted 
for  the  use  of  the  public  in  two  public  and  conspicuous  places  in  every 
depot,  station,  or  office  of  such  carrier  where  passengers  or  freight, 
respectively,  are  received  for  transportation  under  such  schedules,  in 
such  form  that  they  shall  be  accessible  to  the  public  and  can  be  con¬ 
veniently  inspected.  Such  schedules  shall  be  posted  ten  days  prior 
to  the  taking  effect  of  any  such  advance  and  three  days  prior  to  the 
taking  effect  of  any  such  reduction  in  the  rates,  schedules,  or  charges. 


This  order  applied  substantially  the  same  rules  to  joint 
tariffs  as  those  established  by  the  law  as  applicable  to  local 
tariffs. 

On  December  1,  1891,  the  Commission  issued  a  pamph¬ 
let  of  instructions  as  to  the  form  in  which  rate  schedules 
should  be  prepared,  and,  subsequently,  obedience  to  the 
suggestions  contained  therein  was  required  by  a  formal 
order. 

It  is  sufficiently  obvious  that  a  law  which  provided  for  the 
publication  of  rates  would  be  inadeqate  unless  it  contained 
provisions  for  the  enforcement  of  the  rates  published. 
The  observance  of  the  published  schedules  is,  therefore, 
the  second  essential  step  to  effective  regulation.  Devia¬ 
tions  from  the  published  tariffs,  by  rebates  or  secret  devices 
of  any  sortv  may  be  the  means  of  affording  undue  favor 
to  particular  indi  viduals,  or,  under  conceivable  conditions, 
of  bringing  about  a  reasonable  adjustment  of  actual  pay¬ 
ments  for  transportation  services,  but  in  either  case  they 
must  be  obnoxious  to  a  wise  system  of  regulation  because 
they  operate  with  fatal  effect  upon  the  means  necessary  to 
its  success. 


It  would  seem,  therefore,  that  notwithstanding  the 
grievous  injury  to  particular  individuals  that  may  result 
from  rebates  or  other  secret  deviations  from  the  tariff, 
their  evil  character  and  consequences  are  best  understood 
when  it  is  considered  that  they  attack  and,  in  the  extent 
in  which  they  are  practiced,  destroy  any  system  of  regu¬ 
lation  which  has  for  its  purpose  the  enforcement  of  equal 
and  just  treatment  of  shippers  bv  the  carriers.  The  Inter¬ 
state  Commerce  law,  aboriginally  adopted,  therefore  pro¬ 
vided  as  a  part  of  its  Sixth  section  that — 


42 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Section  10. 


Section  13. 

Section  12. 


Section 
amendment 
March,  1889. 


When  any  such  common  carrier  shall  have  established  and  pub¬ 
lished  its  rates,  fares,  and  charges  in  compliance  with  the  provisions 
of  this  section,  it  shall  be  unlawful  for  such  common  carrier  to  charge, 
demand,  collect,  or  receive  from  any  person  or  persons  a  greater  or 
less  compensation  for  the  transportation  of  passengers  or  property,  or 
for  any  service  in  connection  therewith,  than  is  specified  in  such  pub¬ 
lished  schedule  of  rates,  fares,  and  charges  as  may  at  the  time  be  in 
force. 


l  2 
of 


When,  on  March  2.  1889,  this  section  was  amended  a 
similar  provision  specifically  applicable  to  joint  tariffs  was 
added.  It  will  be  observed,  therefore,  that  under  the  law 
as  amended  in  1889,  any  deviation,  through  a  rebate  or 
otherwise,  from  the  published  rate  schedules  constitutes  a 
violation  of  the  law,  even  though  it  may  not  amount  to  an 
unjust  discrimination  in  violation  of  Section  2. 

This  distinction  became  especially  important,  in  the 
further  history  of  the  law,  because  the  amendment  of  1889 
provided  that  if  the  offense  against  the  law  for  which  any 
person  should  be  convicted  was  an  unlawful  discrimination 
in  rates,  the  penalties  which  might  be  imposed  should 
include  a  term  of  imprisonment  in  the  penitentiary,  in 
addition  to  the  fine  previously  provided,  although  a  fine 
continued  to  be  the  sole  penalty  for  other  violations  of  the 
statute.  This  was  the  state  of  the  law  until  February  19, 
1903,  when  the  supplementary  statute,  known  as  the 
“  Elkins  law,1’  made  deviations  from  the  published  schedule 
the  offense  to  be  punished,  and,  while  removing  the  im¬ 
prisonment  penalty,  very  considerably  increased  the  pecu¬ 
niary  penalty. 

Investigations. — -The  power  of  the  Commission  to  in¬ 
vestigate  complaints  and  that  to  conduct  the  inquiries 
necessary  to  keep  itself  informed  concerning  the  methods 
of  the  carriers  subject  to  the  law  are  similar  in  character. 
Both  are  limited  by  Section  14,  which  requires  that  a 
report  in  writing  shall  be  made  of  every  investigation  and 
by  Section  IT,  which  requires  that  the  proceedings,  forms 
of  notices,  and  service  ‘‘shall  conform,  as  nearly  as  may 
be,  to  those  in  use  in  the  courts  of  the  United  States,”  and 
also  permits  “any  party  ”  to  appear  before  the  Commission 
in  person  or  by  attorney.  Both  are  reenforced  by  the  au¬ 
thority  given  the  Commission  to  “require  by  subpoena 
the  attendance  and  testimony  of  witnesses  and  the  produc¬ 
tion  of  all  books,  papers,  tariffs,  contracts,  agreements, 
and  documents  relating  to  any  matter  under  investigation.” 

Since  1889,  this  section  has  empowered  the  Commission, 
in  case  of  disobedience  to  its  subpoena,  to  invoke  the  aid 
of  the  Federal  courts  in  requiring  obedience.  This  power 
was  perhaps  implied  by  the  provision,  which  has  been  in 
the  law  since  the  beginning,  that  in  case  of  refusal  to  tes¬ 
tify  or  to  produce  testimony  the  circuit  courts  might  issue 
an  order  commanding  obedience,  the  appearance  of  wit¬ 
nesses  before  the  Commissioner.and  the  production  of  books 
or  papers,  and  that  failure  to  obey  such  order  might  be  pun¬ 
ished  as  contempt.  As  amended  in  1891  the  section  pro¬ 
vides  that  the  attendance  of  witnesses  and  the  production  of 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


43 


documents  can  be  required  at  any  place  of  hearing  from 
aiy  place  in  the  United  States,  and  that  testimony  may  be 
taken  by  deposition. 

The  original  law  provided  that  no  witness  should  be 
excused  from  testifying  on  the  ground  that  he  might  be 
incriminated  by  his  evidence,  but  that  such  evidence 
should  4 ’not  be  used  against  such  person  on  the  trial  of 
any  criminal  proceeding/'  This  provision  having  proved 
inoperative,  Congress,  in  1893,  adopted  a  supplementary 
statute  providing  that  k4in  any  case  or  proceeding,  crimi¬ 
nal  or  otherwise,  based  upon  or  growing  out  of  any  alleged 
violation”  of  the  Interstate  Commerce  law  or  any  of  its 
amendments  no  person  shall  be  excused  from  testifying  or 
producing  documents  on  the  ground  that  his  testimony 
might  tend  to  incriminate  him  or  subject  him  to  a  penalty 
or  forfeiture  but  that  44  no  person  shall  be  prosecuted  or 
subjected  to  any  penalty  or  forfeiture  for  or  on  account  of 
any  transaction,  matter  or  thing,  concerning  which  he  may 
testify,  or  produce  evidence,  documentary  or  otherwise.” 

Refusal  to  obey  a  subpoena  was,  by  this  supplementary 
statute,  made  an  offense  punishable  by  fine  or  imprison¬ 
ment,  or  both.  The  provisions  of  this  supplementary  act 
in  regard  to  protection  against  the  effect  of  incriminatory 
testimony  were  subsequently  incorporated  in  the  Elkins 
law,  but  the  latter  does  not  appear  to  have  affected  the 
offense  of  refusal  to  testify  or  produce  documents  before 
the  Commission  or  the  penalties  therefor. 

The  supplementary  statute  of  1893,  which  has  been  re¬ 
ferred  to,  was  adopted  principally  as  a  result  of  efforts  to 
secure  testimony  concerning  the  alleged  payment  of  re¬ 
bates,  but  its  discussion  has  been  deferred  because  of  its 
broader  application.  The  penalty  for  violation  of  the 
Interstate  Commerce  law,  as  that  statute  was  originally 
enacted,  applied  only  to  those  acting  for  or  on  behalf  of 
some  common  carrier  subject  to  its  provisions,  arid  con¬ 
sisted  of  a  fine  of  not  to  exceed  $5,000  for  each  offense. 

By  the  amendment  of  1889  this  section  was  consider¬ 
ably  extended.  tiy  the  adoption  of  this  amendment  an 
alternative  or  additional  penalty  of  imprisonment  in  the 
penitentiaiy  for  not  to  exceed  two  years  was  provided  in 
those  cases  in  which  the  violation  should  consist  of  an 
44  unlawful  discrimination  in  rates,  fares,  or  charges”  and 
this  penalt}^  was  made  applicable  to  4 k any  device”  by 
which  such  discrimination  might  be  accomplished  and  to 
any  shipper  who  might  participate  in  the  violation  and 
thus  obtain  transportation  for  less  than  the  regular  rates. 
Under  this  state  of  the  law  a  shipper  who  was  asked  to 
testify  before  a  grand  jury  concerning  the  alleged  accept¬ 
ance  of  a  rebate  declined  to  do  so,  pleading  immunity 
under  the  Fifth  amendment  to  the  Constitution  of  the. 
United  States.  This  plea  was  rejected  by  the  circuit  court, 
but  on  appeal  to  the  Supreme  Court  the  decision  was 
reversed  and  the  case  remanded  with  a  direction  to  dis¬ 
charge  the  appellant  from  custod}T. 


Section  12. 


44 
268. 


Fed.  Rep. 


44 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Counselman  v. 
Hitchcock,  142 
U.  S.,  547. 


70  Fed. Rep., 46. 


Brown  v.  Wal¬ 
ker,  161  U.  S.,  591. 


54  Fed.  Rep., 
476. 


This  decision  was  rendered  on  January  11,  1892,  and  its 
consequences  were  first  explained  to  Congress  in  the  an¬ 
nual  report  submitted  by  the  Commission  in  December  of 
that  year.  The  character  of  statute  necessary  in  order  to 
secure  testimony  under  similar  circumstances  had  been 
suggested  by  the  court  which,  in  the  case  referred  to,  had 
said: 

We  are  clearly  of  opinion  that  no  statute  which  leaves  the  party  or 
witness  subject  to  prosecution  after  he  answers  the  criminating  ques¬ 
tions  put  to  him,  can  have  the  effect  of  supplanting  the  privilege  con¬ 
ferred  by  the  Constitution  of  the  United  States.  *  *  *  In  view  of 
the  constitutional  provisions,  a  statutory  enactment,  to  be  valid,  must 
afford  absolute  immunity  for  the  offense  to  which  the  question  relates. 

Two  months  and  a  half  after  the  difficulty  arising  from 
this  decision  was  submitted  to  Congress,  in  the  report  of 
the  Commission,  the  present  statute  was  enacted.  After¬ 
wards,  during  February,  1894,  a  similar  refusal  was  sub¬ 
mitted  to  Judge  Grosseup,  then  sitting  as  district  judge  in 
Chicago,  and  he  held  that  the  new  statute  did  not  afford 
protection  equal  to  that  of  the  Constitution,  and  that  the 
privilege  to  refuse  testimony  could  still  successfully  be 
pleaded.  Appeal  from  this  decision  could  not  be  taken,  and 
it  was  not  until  May,  1895,  that  a  similar  case  was  pre¬ 
sented  in  another  jurisdiction.  In  the  latter  case  the  view 
contrary  to  that  of  Judge  Grosseup  was  adopted  and  the 
writ  of  habeas  corpus  was  denied.  The  recalcitrant  witness 
appealed  to  the  Supreme  Court,  which  held  that  he  could 
be  compelled  to  testify.  This  decision  was  rendered  on 
March  23,  1896. 

A  still  more  vital  controversy  was  presented  to  the 
courts  in  1892.  In  this  case  the  right  of  Congress  to 
require  the  Federal  courts  to  use  their  processes  to  com¬ 
pel  the  production  of  testimony  before'the  Interstate  Com¬ 
merce  Commission  under  Section  12  was  questioned.  The 
Commission  had  made  an  order  requiring  certain  railway 
companies  to  appear  before  it,  and,  according  to  the  state¬ 
ment  of  the  case  b}T  Judge  Gresham,  “to  answer  an 
informal  complaint  made  by  unknown  persons.’’  On  the 
advice  of  counsel,  some  of  the  witnesses  refused  to  pro¬ 
duce  the  books  of  their  companies  or  to  answer  certain 
questions,  and  an  application  to  compel  them  to  do  so 
was  dismissed  by  Judge  Gresham,  who  used  the  follow¬ 
ing  language: 

The  application  of  an  administrative  body  (and  we  are  now  consid¬ 
ering  such  an  application)  to  a  judicial  tribunal  for  the  exercise  of  its 
functions  in  aid  of  the  execution  of  nonjudicial  duties  does  not  make 
a  “case”  or  “controversy”  upon  which  the  judicial  power  can  be 
brought  to  bear.  *  *  *  Congress  can  not  make  the  judicial  depart¬ 
ment  the  mere  adjunct  or  instrument  of  either  of  the  other  depart¬ 
ments  of  Government.  *  *  *  Undoubtedly  Congress  may  confer 
upon  a  nonjudicial  body  authority  to  obtain  information  necessary  for 
legitimate  governmental  purposes,  and  make  refusal  to  appear  and 
testify  before  it  touching  matters  pertinent  to  any  authorized  inquiry 
an  offense  punishable  by  the  courts.  *  *  *  A  prosecution  or  an 

action  for  violation  of  such  a  statute  would  clearly  be  an  original  suit 
or  controversy  within  the  meaning  of  the  Constitution,  and  not  a  mere 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


45 


application,  like  the  present  one,  for  the  exercise  of  the  judicial  power 
in  aid  of  a  non  judicial  body.  So  much  of  Section  12  as  authorizes 
or  requires  the  courts  to  use  their  process  in  aid  of  inquiries  before  the 
Interstate  Commerce  Commission  is  unconstitutional  and  void. 

This  case,  commonly  known  as  the  “Brimson”  case,  Reappiication 
was  appealed  to  the  Supreme  Court  by  the  Commission,  commercecSn- 
and  on  May  26,  1894,  the  Supreme  Court  decided  that  the  “der^upon  o1 
provisions  of  Section  12  are  valid  and  can  be  enforced.  w.  Brunson  ©t 

Another  case  of  refusal  to  produce  testimony  was  pre-  &p4, 3i7-3i8°m’ 
sented  to  the  Supreme  Court  on  appeal  from  the  circuit  154 u-  s-’ 447 ■ 
court  for  the  southern  district  of  New  York,  which  had 
sustained  the  refusal.  In  this  case  it  was  contended  that 
the  complainant  before  the  Commission  had  no  interest  in 
the  matter  complained  about;  that  the  Commission  had  no 
jurisdiction  over  the  subject  concerning*  which  testimony 
was  required;  that  it  could  not  have  such  jurisdiction 
under  the  Constitution,  and  that  the  constitutional  rights 
of  the  witnesses  would  be  invaded  if  their  private  papers 
were  taken  from  them  by  the  Commission  for  the  inspec¬ 
tion  of  the  complainant. 

The  Supreme  Court  sustained  the  order  of  the  Commis-  interstate  com- 
sion  in  insisting  upon  the  production  of  the  testimony  sion  v.  Baird,  194 
called  for,  deciding  that  it  is  of  no  importance  under  the11,  s*’25* 
law  whether  the  complainant  has  an  interest  in  the  matter 
which  he  presents  to  the  Commission,  and  that  as  the  func¬ 
tion  of  the  Commission  is  “largely  one  of  investigation,” 

“it  should  not  be  hampered  in  making  inquiry  pertaining 
to  interstate  commerce  by  those  narrow  rules  which  pre¬ 
vail  in  trials  at  Common  Law  where  a  strict  correspondence 
is  required  between  allegation  and  proof.” 

Statistics. — The  Commission  is  authorized  by  Section  20 
to  require  annual  reports  from  all  common  carriers  subject 
to  the  law  and  to  fix  the  time  and  prescribe  the  manner  in 
which  such  reports  shall  be  made. 

The  section  empowers  the  Commission  “to  require  from 
such  carriers  specific  answers  to  all  questions  upon  which 
the  Commission  may  need  information,”  and  expressly 
declares  that  annual  reports  shall  show  in  detail  the  amount 
of  capitalization;  the  amount  paid  therefor,  and  the  man¬ 
ner  of  payment;  the  dividends  paid;  the  surplus  fund,  if 
any;  the  number  of  stockholders;  the  funded  and  floating 
debt  with  the  interest  thereon;  the  cost  and  value  of  the 
carriers’  property,  franchises,  and  equipment;  the  number 
of  employees  and  the  salaries  paid  each  class;  the  amount 
expended  for  improvement  each  year,  and  how  expended; 
with  the  character  of  such  improvements,  the  earnings 
and  receipts  from  each  branch  of  the  business  and  from 
all  sources,  the  operating  and  other  expenses,  the  balances 
of  profit  and  loss,  a  complete  exhibit  of  the  financial 
operations  for  the  year,  and  an  annual  balance  sheet. 

Further,  the  Commission  is  empowered  to  require  in 
these  reports  information  concerning  fares  and  freights 
and  agreements,  arrangements,  or  contracts  with  other 
common  carriers,  or  to  prescribe,  if  it  considers  such  a 


46 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


197  U.  S.,  — . 


Section  16. 


course  wise  and  practicable,  a  uniform  system  of  accounts 
and  the  manner  in  which  such  accounts  shall  be  kept. 
This  section  applies  to  all  railways  crossing  State  bounda¬ 
ries  and  apparently  to  those  which  are  located  wholly 
within  single  States  and  are  engaged  in  interstate  trans¬ 
portation.  No  effort  has  ever  been  made  to  secure  reports 
from  the  carriers  by  water  which  participate  in  transpor¬ 
tation  under  arrangements  for  continuous  carriage  over 
routes  partly  by  rail  and  partly  by  water,  or  from  inter¬ 
state  electric  railway  carriers,  although  the  Commission 
has  held  that  these  latter  are  subject  to  the  act. 

On  April  10,  1905,  the  Supreme  Court  rendered  a 
decision  in  Interstate  Commerce  Commission  v.  Lake 
Shore  and  Michigan  Southern,  in  which  it  sustained  the 
opinion  of  the  circuit  court  to  the  effect  that  the  court  had 
no  power  to  issue  an  original  writ  of  mandamus  requiring 
a  carrier  subject  to  the  act  to  file  a  report  under  Section 
20.  In  this  decision  it  was  intimated  that  if  the  Commis¬ 
sion  had  entered  a  formal  order  requiring  the  filing  of  a 
report  containing  answers  to  specific  inquiries  a  suit  for 
the  enforcement  of  that  order,  under  Section  16,  could 
have  been  successfully  maintained.  Sixteen  annual  vol¬ 
umes  of  statistical  reports,  covering  the  years  from  1888 
to  1903,  have  been  issued  by  the  Commission  (technically 
known  as  appendices  to  its  annual  reports  but  published 
in  separate  volumes)  and  these  contain  a  comprehensive 
statistical  history  of  the  financial  operations  of  American 
railways  since  the  adoption  of  the  present  law. 

Annual  report s. — Eighteen  volumes  of  the  annual  re¬ 
ports  of  the  Commission  contain  succinct  statements  of 
the  operations  of  the  Commission  and  the  information  from 
time  to  time  collected  concerning  the  manner  and  methods 
in  which  railway  business  is  conducted  and  the  Commis¬ 
sion’s  recommendations  concerning  additional  legislation. 


The  summary  process  of  relief. — Having  made  this  pro¬ 
vision  for  the  perpetuation  of  competition  and  established 
the  various  agencies  of  publicity  wThich  have  been  dis¬ 
cussed,  the  law  goes  further  and  establishes  a  summary 
method  of  relief  from  such  evils  in  the  adjustment  of  rail¬ 
way  charges  as  fail  of  correction  through  either  of  the 
other  means.  This  summary  process  takes  up  the  formal 
report  and  opinion  of  the  Commission  where  it  is  left  by 
Section  15  and  makes  it  the  basis  of  judicial  proceedings, 
which,  if  the  anterior  steps  of  the  process  have  been  so 
conducted  as  to  survive  the  test  of  judicial  scrutiny,  must 
result  in  the  enforcement  of  the  relief  recommended  by 
the  Commission. 

It  should  be  remembered  that  Section  14  authorizes  the 
Commission,  after  conducting  an  investigation  in  the  form 
indicated  by  Section  IT,  to  make  66 its  recommendation  as 
to  what  reparation,  if  any,  should  be  made  by  the  common 
carrier  to  any  party  or  parties  who  may  be  found  to  have 
been  injured,”  and  that  Section  15  makes  it  the  duty  of 
the  Commission,  when  satisfied  “that  anything  has  been 


DIGEST  OF  HEADINGS  ON  BAIL  WAY  RATES. 


47 


done  or  omitted  to  be  done  in  violation  of  the  provisions 
of  this  act  or  of  any  law  cognizable  by  said  Commission, 
by  any  common  carrier,  or  that  any  injury  or  damage  has 
been  sustained  by  the  party  or  parties  complaining  or  by 
other  parties  aggrieved  in  consequence  of  any  such  viola¬ 
tion,"  forthwith  to  issue  a  44 notice”  to  such  common  car¬ 
rier  "‘to  cease  and  desist  from  such  violation,  or  to  make 
reparation  for  the  injury  so  found  to  have  been  done,  or 
both,  within  a  reasonable  time,  to  be  specified  by  the  Com¬ 
mission."  It  is  further  provided  by  Section  15  that  on 
compliance  with  such  notice  or  satisfying  the  party  com¬ 
plaining  the  carrier  shall  he  relieved  from  further  liability 
for  such  particular  violation  of  law. 

The  foregoing  have  all  been  properly  classified  as 
measures  for  bringing  effectively  to  bear  upon  the  carrier 
the  power  of  publicity  for  the  enforcement  of  the  stand¬ 
ards  of  obligation  set  out  in  the  earlier  sections  of  the 
law.  In  case  this  result  is  not  secured  Section  10  acts  upon 
the  Commission’s  44 recommendation "  or  “notice”  and 
provides  judicial  means  for  its  enforcement.  The  dis¬ 
tinction  between  the  character  of  the  processes  contem¬ 
plated  in  sections  14  and  15,  on  the  one  hand,  and  Section 
16,  on  the  other,  is  even  suggested  by  the  terms  used,  for 
the  latter  is  made  applicable  only  when  a  44  lawful  order 
or  requirement”  of  the  Commission  has  been  violated.  In 
such  a  case  it  was  formerly  4 ‘the  duty  of,11  but  since  1889 
has  been  44 lawful  for”  the  Commission,  and  ever  since 
1887  it  has  been  44 lawful”  for  44 any  company  or  person 
interested  in  such  order  or  requirement”  to  institute  pro¬ 
ceedings  in  equity  in  any  circuit  court  of  the  United 
States  having  jurisdiction,  and  if  the  court  is  convinced 
that  a  44  lawful  order”  of  the  Commission  has  been  vio¬ 
lated  it  becomes  its  duty,  by  suitable  process,  to  compel 
obedience. 

As  originally  enacted,  Section  10  made  no  distinction 
between  the  lawful  orders  of  the  Commission.  These, 
however,  include  orders  for  44  reparation”  and  with  regard 
to  these  cases,  if  the  reparation  amounts  to  more  than  $20 
it  would  appear  that  under  the  Seventh  amendment  to  the 
Constitution  of  the  United  States  the  common  carrier  is 
-entitled  to  the  right  of  trial  by  jury  and  to  have  the  pro¬ 
ceedings  conducted  in  accordance  with  the  Common  Law. 
To  cure  this  defect  the  section  was  amended  in  1889  so  as 
provide,  in  the  case  of  orders  for  reparation,  for  proceed¬ 
ings  upon  the  law  side  of  the  circuit  courts.  The  question 
as  to  the  procedure  which  may  lead  to  44 lawful  orders”  of 
this  class  by  the  Commission,  as  well  as  those  involved  in 
their  enforcement  by  the  Federal  courts,  are  still  unsettled, 
but  they  do  not  play  so  important  a  part  in  the  current 
suggestions  concerning  legislation  as  to  demand  further 
discussion  in  this  place.  What  is  hereafter  said  will  apply 
to  orders  which  are  not  in  any  case  “founded  upon  a  con¬ 
troversy  requiring  a  trial  bv  jury  as  provided  by  the 
Seventh  amendment  to  the  Constitution  of  the  United 
States.” 


48 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Section  16. 


Sections  14, 16. 


Interstate 
Commerce  Com¬ 
mission  v.  Lake 
Shore  and  Michi¬ 
gan  Southern, 
197  U.  S. 


This  section  further  provides  that  the  proceedings  in 
equity  to  enforce  the  orders  of  the  Commission  shall  be 
commenced  “  in  a  summary  way  by  petition,"  shall  be 
heard  and  determined  “on  such  short  notice  to  the  com¬ 
mon  carrier  complained  of  as  the  court  shall  deem  reason¬ 
able,"  and  that  they  shall  be  conducted  “in  such  manner 
as  to  do  justice  in  the  premises,”  but  “without  the  formal 
pleadings  and  proceedings  applicable  to  ordinary  suits  in 
equity.”  In  these  proceedings  the  findings  of  fact  made 
I337  the  Commission  are  prima  facie  evidence  of  the  matters 
therein  stated.  Either  party  may  appeal  to  the  Supreme 
Court  when  the  subject  in  dispute  is  of  the  value  of  $2,000’ 
or  more  and  upon  giving  security,  but  “said  appeal  shall 
not  operate  to  stay  or  supersede  the  order  of  the  court  or 
the  execution  of  any  writ  or  process  thereon.” 

The  court  may  order  the  payment  of  costs  and  reason¬ 
able  counsel  fees.  When  proceedings  are  instituted  by 
the  Commission  it  is  the  duty  of  the  district  attorney,  un¬ 
der  the  direction  of  the  Attorney-General  of  the  Cnited 
States,  to  prosecute  them  at  the  expense  of  the  United 
States.  After  the  creation  of  the  United  States  circuit 
court  of  appeals,  appeals  from  the  circuit  courts  lay  to 
the  new  court,  but  under  the  law  of  February  11,  1903, 
the  appeal  is  directly  to  the  Supreme  Court  and  must  be 
taken  within  sixty  days  from  the  entry  of  final  decree. 
The  supplemental  act  of  February  11,  1903,  also  provides 
that  upon  certificate  from  the  Attorney-General  to  the 
clerk  of  the  circuit  court  that  the  case  is  of  “general  pub¬ 
lic  importance”  such  case  shall  be  given  preference  over 
all  others  and  in  every  way  expedited. 

In  a  recent  case  the  Supreme  Court  said: 

*  *  *  By  section  16  a  summary  proceeding  in  equity  is  author¬ 
ized  and  the  form  of  the  ultimate  order  of  the  court  mav  be  that  of  a 
“writ  of  injunction  or  other  proper  process,  mandatory  or  otherwise.” 
Without  attempting  now  to  define  the  extent  of  that  section  we  may 
say  it  seems  adequate  to  enable  the  Commission  to  enforce  any  order 
it  is  authorized  to  make. 


The  foregoing  analvsis  is  sufficient  to  indicate  that  when 
a  circuit  court  of  the  United  States  is  considering  an 
application  for  the  enforcement  of  an  order  previously 
issued  by  the  Interstate  Commerce  Commission  there  are 
actually  only  two  questions  which  may  arise.  These  are: 


A.  Has  a  lawful  order  been  issued? 

B.  Has  it  been  obeyed? 


Experience  indicates  that  the  second  of  these  questions 
is  here  negligible.  It  is,  of  course,  conceivable  that  an 
order  might  be  framed  in  such  general  terms  as  to  permit 
a  controversy  over  the  question  whether  acts  alleged  to 
constitute  compliance  therewith  amount  actually  to  obedi¬ 
ence.  But  no  such  case  has  ever  occurred  and  the  proba¬ 
bility  of  such  a  controversy  seems  extremely  remote. 
Such  questions  as  have  been  presented  to  the  courts  have 
related  wholly  to  the  question  whether  the  “orders”  in 
particular  cases  were  within  the  power  conferred  upon 


DIGEST  OF  HEADINGS  ON  KAILWAY  RATES. 


49 


the  Commission  by  the  statutes  under  which  it  acts  and 
could  therefore  be  treated  as  u  lawful”  orders. 

It  is  obvious  that  an  order  issued  by  the  Commission 
might  be  unlawful  because  of  errors  on  the  part  of  the 
Commission  relating  (a)  to  matters  of  fact,  or  (b)  to  mat¬ 
ters  of  law.  The  Federal  courts  have,  without  serious 
objection  in  any  quarter,  uniformly  maintained  the  right 
to  review  the  orders  upon  either  of  these  points.  Natur¬ 
ally  if  an  order  of  the  Commission  can  be  challenged  on 
the  ground  that  it  is  based  upon  errors  of  fact,  the  courts 
must  determine  the  precise  weight  to  be  attached  to  the 
findings  of  the  Commission  and,  if  these  are,  upon  reex¬ 
amination,  discovered  to  be  in  whole  or  in  part  defective, 
whether  there  is  power  in  the  courts  to  revise  the  orders 
and  to  issue  decrees  enforcing  such  modified  forms  thereof 
as  may  seem  to  the  courts  to  constitute  lawful  orders. 

In  a  very  early  case  Judge  Jackson,  of  the  circuit  court 
for  the  district  of  Kentucky,  made  an  elaborate  examina¬ 
tion  of  the  law  and  established  by^  its  interpretation  cer¬ 
tain  principles  which  have  remained  substantially  unques¬ 
tioned.  This  proceeding  was  brought  by  the  Kentucky 
and  Indiana  Bridge  Company  to  enforce  an  order  requir¬ 
ing  the  Louisville  and  Nashville  Railroad  to  receive  freight 
at  a  particular  point,  an  order  which  had  been  issued  by^ 
the  Commission  as  the  result  of  proceedings  instituted  by 
the  former.  The  court  refused  to  enforce  the  order,  bas¬ 
ing  its  refusal  upon  matters  of  law  and  also  upon  a  reex¬ 
amination  of  the  facts  in  the  light  of  new  testimony, 
which  it  asserted  the  right  of  the  courts  to  receive  and 
consider  as  well  as  in  the  light  of  the  facts  found  b}^  the 
Commission,  which  are  made  prima  facie  evidence  by  the 
law. 

Upon  the  questions  now  under  discussion  the  court 
determined  ( a )  that  the  Commission  is  invested  with  only 
administrative  powers  of  supervision  and  investigation 
which  fall  far  short  of  making  it  a  court  or  its  actions 
judicial;  (b)  that  its  findings  of  fact,  being  given  only  the 
force  and  weight  of  prima  facie  evidence  in  subsequent 
judicial  proceedings,  its  functions  are  in  the  nature  of 
those  of  a  general  referee  of  each  and  every  circuit  court 
of  the  United  States  for  the  matters  covered  by  the  Inter¬ 
state  Commerce  law;  (c)  that  in  making  these  findings 
prima  facie  evidence  Congress  merely  exercised  the  well- 
established  legislative  power  to  prescribe  a  rule  of  evi¬ 
dence  which  in  no  way  encroaches  upon  the  court’s  proper 
functions,  and  ( d )  that  the  courts  are  not  confined  to  the 
mere  reexamination  of  the  cases  as  heard  and  reported  by 
the  Commission,  but  hear  and  determine  them  de  novo 
upon  proper  pleadings  and  proof,  the  latter  including  not 
only  the  prima  facie  facts  reported  by  the  Commission 
but  all  such  other  and  further  testimony  as  either  party 
may  introduce  bearing  upon  the  matters  in  controversy. 
Quotations  from  this  decision  will  assist  in  making  the 
present  situation  clear. 

S.  Doc.  244,  59-1 - 4 


• 

Kentucky  and 
Indiana  Bridge 
Company  v. 
Louisville  and 
Nashville  R.  R., 
37  Fed.  Rep.,  567, 
decided  Jan.  7, 
1889. 


50 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


% 


162  U.  S.,  197. 


The  court  said,  in  part: 


While  the  Commission  possesses  and  exercises  certain  powers  and  • 
functions  resembling  those  conferred  upon  and  exercised  by,regular 
courts,  it  is  wanting  in  several  essential  constituents  of  a  court.  Its 
action  or  conclusion  upon  matters  of  complaint  brought  before  it  for 
investigation,  and  which  the  act  designates  as  the  “  recommendation,’ 7 
“report,”  “order,”  or  “requirement”  of  the  board  is  neither  final 
nor  conclusive;  nor  is  the  Commission  invested  with  any  authority  to 
enforce  its  decision  or  award.  Without  reviewing  in  detail  the  pro¬ 
visions  of  the  law,  we  are  clearly  of  the  opinion  that  the  Commission 
is  invested  with  only  administrative  powers  of  supervision  and  inves¬ 
tigation,  which  fall  far  short  of  making  the  board  a  court  or  its  action 
judicial,  in  the  proper  sense  of  the  term.  The  Commission  hears, 
investigates,  and  reports  upon  complaints  made  before  it  involving 
alleged  violations  of  or  omissions  of  duty  under  the  Act;  but  subsequent 
judicial  proceedings  are  contemplated  and  provided  for  as  the  remedy 
for  the  enforcement,  either  by  itself  or  the  party  interested,  of  its 
order  or  report  in  all  cases  where  the  party  complained  of,  or  against 
whom  its  decision  is  rendered,  does  not  yield  voluntary  obedience  . 
thereto.  *  *  *  The  Commission  is  charged  with  the  duty  of  inves¬ 
tigating  and  reporting  upon  complaints,  and  the  facts  found  or  reported 
by  it  are  only  given  the  force  and  weight  of  prima  facie  evidence  in  all 
such  judicial  proceedings  as  may  thereafter  be  required  or  had  for  the 
enforcement  of  its  recommendation  or  order.  The  functions  of  the 
Commissioner  are  those  of  referees  or  special  commissioners,  appointed 
to  make  preliminary  investigation  of  and  report  upon  matters  for  sub¬ 
sequent  judicial  examination  and  determination.  In  respect  to  inter¬ 
state  commerce  matters  covered  by  the  law,  the  Commission  may  be 
regarded  as  the  general  referee  of  each  and  every  circuit  court  of  the 
United  States,  upon  which  the  jurisdiction  is  conferred  of  enforcing 
the  rights,  duties,  and  obligations  recognized  and  imposed  by  the  act. 

It  is  neither  a  Federal  court  under  the  Constitution,  nor  does  it  exer¬ 
cise  judicial  powers,  nor  do  its  conclusions  possess  the  efficacy  of  judicial 
proceedings.  *  *  * 

We  are  also  clearly  of  opinion  that  this  court  is  not  made  by  the  Act 
the  mere  executioner  of  the  Commissioner’s  order  or  recommendation, 
so  as  to  impose  upon  the  court  a  nonjudicial  power.  *  *  *  The 
suit  in  this  court  is,  under  the  provisions  of  the  act,  an  original  and 
independent  proceeding,  in  which  the  Commission’s  report  is  made 
prima  facie  evidence  of  the  matters  or  facts  therein  stated.  It  is  clear 
that  this  court  is  not  confined  to  a  mere  reexamination  of  the  case  as 
heard  and  reported  by  the  Commission,  but  hears  and  determines  the 
cause  de  novo,  upon  proper  pleadings  and  proofs,  the  latter  including 
not  only  the  prima  facie  facts  reported  by  the  Commission,  but  all  such 
other  and  further  testimony  as  either  party  may  introduce  bearing 
upon  the  matters  in  controversy.  The  court  is  empowered  “  to  direct 
and  prosecute,  in  such  mode  and  by  such  persons  as  it  may  appoint, 
all  such  inquiries  as  the  court  may  think  needful  to  enable  it  to  form 
a  just  judgment  in  the  matter  of  such  petition;  and  on  such  hearing 
the  report  of  said  Commission  shall  be  prima  facie  (not  conclusive) 
evidence  of  the  matters  therein  stated.  No  valid  constitutional  ob¬ 
jection  can  be  urged  against  making  the  findings  of  the  Commission 
prima  facie  evidence  in  subsequent  judicial  proceedings.  Such  a  pro¬ 
vision  merely  prescribes  a  rule  of  evidence  clearly  within  well  recog¬ 
nized  powers  of  the  legislature,  and  in  no  way  encroaches  upon  the 
court’s  proper  functions. 


Nothing  inconsistent  with  the  foregoing  has  appeared  in 
any  subsequent  decision,  although  there  has  been  a  notable 
tendency  to  express  the  reliance  which  the  courts  must 
place  upon  the  conclusions  of  a  public  agency  of  the  char¬ 
acter  of  the  Commission.  Thus,  in  the  Import  Kate  case 
the  Supreme  Court  reversed  the  decree  of  the  circuit  court 
of  appeals  which,  while  intimating  “its  dissent  from,  or, 
at  least,  its  distrust  of,  the  view  of  the  Commission,”  had 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


51 


proceeded  to  enforce  the  order  of  the  Commission  upon 

the  ground  that,  even  though  its  interpretation  of  the  law 

was  erroneous,  the  facts  did  not  justify  the  disparity  in 

rates  which  had  been  complained  of  and  the  Commission  Q4|7  Rep 

had  attempted  to  prohibit.  Commenting  upon  this  action  ‘ 

of  the  circuit  court  of  appeals,  the  Supreme  Court  said:  362 v.  s.,  238. 

This  course  proceeded,  we  think,  upon  an  erroneous  view  of  the 
position  of  the  case.  That  question  was  not  presented  to  the  consid¬ 
eration  of  the  court.  There  was  no  allegation  in  the  Commission’s 
appeal  or  petition  that  the  inland  rates  charged  by  the  defendant 
company  were  unreasonable.  That  issue  was  not  presented.  The 
defendant  company  was  not  called  upon  to  make  any  allegation  upon 
the  subject.  No  testimony  was  adduced  by  either  party  on  such  an 
issue.  What  the  Commission  complained  of  was  that  the  defendant 
refused  to  recognize  the  lawfulness  of  its  order;  and  what  the  defend¬ 
ant  asserted,  by  way  of  defense,  was  that  the  order  was  invalid,  be¬ 
cause  the  Commission  had  avowedly  declined  to  consider  certain 
“circumstances  and  conditions  ”  which,  under  a  proper  construction  of 
the  Act,  it  ought  to  have  considered.  If  the  circuit  court  of  appeals  was 
of  opinion  that  the  Commission  in  making  its  order  had  misconceived 
the  extent  of  its  powers,  and  if  the  circuit  court  had  erred  in  affirming 
the  validity  of  the  order  made  under  such  a  misconception,  the  duty 
of  the  circuit  court  of  appeals  was  to  reverse  the  decree,  set  aside  the 
order,  and  remand  the  case  to  the  Commission  in  order  that  it  might, 
if  it  saw  fit,  proceed  therein  according  to  law.  The  defendant  was 
entitled  to  have  his  defense  considered,  in  the  first  instance  at  least, 
by  the  Commission  upon  a  full  consideration  of  all  the  circumstances 
and  conditions  upon  which  a  legitimate  order  could  be  founded. 

In  the  Behlmer  case  the  Supreme  Court  spoke  of  the  1.75  u.  sl,  648. 
Commission  as  follows: 


That  body,  from  the  nature  of  its  organization  and  the  duties  im¬ 
posed  upon  it  by  the  statute,  is  peculiarly  competent  to  pass  upon 
questions  of  fact  of  the  character  here  arising. 

The  foregoing  passage  was  quoted  with  approval  in  the 
subsequent  decision  in  the  Chattanooga  case,  and  the  Su-  isiu.  s.,  3. 
preme  Court  asserted  that  it  had — 

steadily  refused  *  *  *  to  exert  its  original  judgment  upon  the 
facts  where,  under  the  statute,  it  was  entitled,  before  approaching  the 
facts,  to  the  aid  which  must  necessarily  be  afforded  by  the  previous 
enlightened  judgment  of  the  Commission  upon  such  subjects. 

Again,  in  the  Georgia  commission  cases  the  Supreme  is  1  n.  s.,  29. 
Court  expressed  a  similar  view,  saying: 

Despite,  however,  the  error  of  law  which  the  Commission  committed 
in.  these  cases,  and  in  consequence  of  which  error  it  made  no  investiga¬ 
tion  of  the  facts,  but  postponed  the  performance  of  its  duty  on  this 
subject  until  a  further  application  was  made  for  relief,  it  is  now  urged 
that  we  should  enter  into  an  original  investigation  of  the  facts  for  the 
purpose  of  considering  a  number  of  questions  as  to  discrimination,  as 
to  preference,  as  to  reasonableness  of  rates,  as  to  the  relation  which 
the  rates  at  some  places  bore  to  those  at  others,  in  order  to  discharge 
the  duty  which  the  statute  has  expressly,  in  the  first  instance,  declared 
should  be  performed  by  the  Commission. 

In  the  East  Tennessee,  Virginia  and  Georgia  case,  just  decided,  181  u.  S.,  1. 
following  the  ruling  made  in  Louisville  and  Nashville  Railroad  v.  |7<r’ m  s.,  648 
Behlmer,  and  previous  cases,  we  have  held  that,  where  the  Commis¬ 
sion  by  reason  of  its  erroneous  construction  of  the  statute  had  in  a  case 
to  it  presented  declined  to  adequately  find  the  facts,  it  was  the  duly 
of  the  courts,  on  application  made  to  them,  to  enforce  the  erroneous 
order  of  the  Commission,  not  to  proceed  to  an  original  investigation 
of  the  facts  which  should  have  been  passed  upon  by  the  Commission, 


52 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


4 

but  to  correct  the  error  of  law  committed  by  that  body,  and  after 
doing  so  to  remand  the  case  to  the  Commission  so  as  to  afford  it  the 
opportunity  of  examining  the  evidence  and  ‘  finding  the  facts  as  re¬ 
quired  by  law.  The  investigation  which  we  have  given  the  questions 
which  arise  in  these  cases  and  the  consideration  we  have  bestowed 
upon  the  issues  which  were  involved  in  the  case  of  the  East  Tennessee, 
Virginia  and  Georgia  Railroad  have  served  but  to  impress  upon  us 
the  necessity  of  adhering  to  that  rule  in  order  that  the  statute  may  be 
complied  with  both  in  letter  and  spirit. 

It  may,  therefore,  be  regarded  as  settled  that  when  the 
Commission  has  proceeded  upon  the  correct  view  of  the 
law,  the  question  whether  its  order  is  justified  by  the  facts 
may  be  examined  not  only  in  the  light  of  the  findings  of 
fact  made  by  the  Commission,  but  in  that  of  further  testi¬ 
mony,  which  the  court  is  at  liberty  to  hear  at  the  sugges¬ 
tion  of  either  or  both  parties;  but  that  when  the  Commission* 
has,  from  an  erroneous  interpretation  of  the  law,  declined 
to  consider  whole  classes  of  evidence  the  case  must  be 
remanded  to  that  body  which,  under  the  law,  is  first  to 
consider  all  the  facts  properly  bearing  upon  the  questions 
at  issue. 

Whether  the  courts  can  revise  the  order  of  the  Commis- 
64  Fed.  Rep.,  sion  in  any  degree  was  considered  by  the  circuit  court  for 
■3-  the  northern  district  of  New  York  in  Interstate  Commerce 

Commission  Delaware,  Lackawanna  and  Western.  The 
decision  in  this  case  reads,  in  part: 

The  court  can  not  substitute  for  an  order  actually  made  one  such  as 
the  Commission  might,  or  should  have  made,  or  such  as  the  Commis¬ 
sion  intended  to,  but  failed  to  make.  This  court  has  no  revisory  power 
over  the  orders  of  the  Commission.  Its  function  in  a  proceeding  like 
this  is  merely  to  inquire  whether  the  respondents,  the  common  car¬ 
riers,  have  refused  or  neglected  to  perform  any  lawful  order  or  require¬ 
ment  of  the  Commission.  It  can  not  undertake  to  decide  whether  the 
respondents  have  violated  one  which  the  Commission  might  have 
lawfully  made. 

The  same  question  was  presented  in  the  circuit  court 
for  the  northern  district  of  Ohio  in  Interstate  Commerce 
Commission  v.  Lake  Shore  and  Michigan  Southern  Rail¬ 
ways,  and  a  similar  decision  was  rendered.  In  this  case  the 
circuit  court  was  asked  to  enforce  a  particular  part  of  an 
order,  but  declined  to  do  so,  saying: 


A62  U.  S.,  184. 


I  find,  then,  that  the  order,  as  an  entirety,  is  beyond  the  power  of 
the  Commission  to  make,  and  is,  therefore,  not  a  lawful  order,  and  is 
not  an  order  which  this  court  is  empowered  by  the  statute  to  enforce. 

These  conclusions  seem  to  have  the  sanction  of  the  later 
decisions  of  the  Supreme  Court  of  the  United  States,  al¬ 
though  the  precise  question  has  never  been  discussed  in 
an  opinion  of  that  court,  and  there  may  still  be  room  for 
contending  that  the  separation  of  a  plainly  divisible  order 
and  the  enforcement  of  one  or  more  of  the  clearly  sepa¬ 
rable  portions  is  possible  under  the  statute. 

In  the  Social  Circle  case  decided  by  the  Supreme  Court 
on  March  30,  1896,  such  a  decision  had  been  made  by  tin' 
circuit  court  of  appeals,  and  its  action  was  sustained  by  the 
Supreme  Court.  The  question  whether  the  order  must  be 
treated  by  the  court  as  an  entirety  does  not  appear,  how¬ 
ever,  to  have  been  raised  at  any  stage  of  the  proceedings 
in  this  case. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


53 


It  has  been  claimed  that  in  certain  cases  before  the  Com¬ 
mission  the  record  has  been  incomplete  as  to  the  justifica¬ 
tion  for  the  rates  complained  of,  which  has  subsequently 
been  more  fully  presented  to  the  Federal  courts.  In  the 
Social  Circle  case,  already  referred  to,  the  Supreme  Court 
gave  consideration  to  this  suggestion  and  said: 

We  think  this  is  a  proper  occasion  to  express  disapproval  of  such  a 
method  of  procedure  on  the  part  of  the  railroad  companies  as  should 
lead  them  to  withhold  the  larger  part  of  their  evidence  from  the  Com¬ 
mission  and  first  adduce  it  in  the  circuit  court.  The  Commission  is 
an  administrative  body  and  the  courts  are  only  to  be  resorted  to  when 
the  Commission  prefers  to  enforce  the  provisions  of  the  statute  by  a 
direct  proceeding  in  the  court,  or  when  the  orders  of  the  Commission 
have  been  disregarded.  The  theory  of  the  act  evidently  is,  as  shown 
by  the  provision  that  the  findings  of  the  Commission  shall  be  regarded 
as  prima  facie  evidence,  that  the  facts  are  to  be  disclosed  before  the 
Commission.  We  do  not  mean,  of  course,  that  either  party  in  a  trial 
in  court  is  to  be  restricted  to  the  evidence  that  was  before  the  Com¬ 
mission,  but  that  the  puposes  of  the  act  call  for  a  full  inquiry  by  the 
Commission  into  all  the  circumstances  and  conditions  pertinent  to  the 
questions  involved. 

One  of  the  questions  arising  in  the  effort  to  define  the 
term  44  lawful  order,”  in  the  light  of  the  statute,  has  already 
been  discussed  in  presenting'  the  standards  of  obligation  * 
set  up  in  the  law.  Orders  which  attempt  to  set  up  stand¬ 
ards  other  than  those  to  be  found  in  the  law  are  not  lawful, 
and  when  in' the  series  of  4 : long  and  short  haul”  cases  the 
courts  determined  that  competition  of  markets  and  of  car¬ 
riers  subject  to  the  act  could  create  the  dissimilarity  of 
circumstances  and  conditions  necessary  to  relieve  the  car¬ 
riers  from  the  strict  application  of  the  general  rule  of  Sec¬ 
tion  4  without  the  exercise  of  dispensing  power  on  the  part 
of  the  Commission,  they,  in  effect,  decided  that  no  order 
based  upon  a  different  interpretation  of  the  law  could  be 
a  44  lawful  order.” 

Other  cases  arose  from  the  interpretation  for  a  time 
placed  upon  the  law  by  the  Commission,  to  the  effect  that 
when  it  had  found  a  particular  rate  or  group  of  rates  to 
be  unreasonable  it  was  its  duty  to  find  that  some  other 
rate  or  group  of  rates  was  reasonable  or  constituted  the 
maximum  rate  or  group  of  rates  which  could  be  regarded 
as  reasonable,  and  that  it  had  the  power  in  these  cases  to 
order  the  substitution  of  the  rate  or  group  of  rates  thus 
approved  for  those  which  had  been  disapproved.  The  first  Evans  v.  The 
case  in  which  the  Commission  acted  upon  this  theory  of  amf 'Navigation 
the  law  was  decided  on  December  3,  1887.  The  complaint  ^  ^  c-  c* 
was  that  the  rate  of  30  cents  per  100  pounds  on  wheat  from 
Walla  Walla,  Wash.,  to  Portland,  Oreg.,  was  unreason¬ 
able  and  extortionate,  and  the  Commission  was  asked  to 
order  its  reduction  to  15  cents  per  100  pounds.  The  con¬ 
clusion  reached  was  that  a  rate  of  23 1  cents  per  100  pounds 
was  the  maximum  reasonable  rate  and  the  order  of  the 
Commission  was  in  the  following  form: 

That  on  and  after  the  15th  day  of  December,  1887,  the  defendant 
must  cease  to  charge  more  than  23J  cents  per  hundred  pounds,  or 
$4.70  per  ton,  on  wheat  transported  over  its  railroad  lines  from  Walla 
Walla,  in  Washington  Territory,  to  Portland,  in  the  State  of  Oregon, 
during  the  present  grain  season. 


54 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


It  will  be  observed  that  this  order  related  to  a  single 
rate  between  two  points,  and  that  it  was  only  to  be  enforced 
during  a  single  shipping  season.  The  Commission  pro¬ 
ceeded  upon  the  theory  of  law  involved  in  the  foregoing 
for  nearly  ten  years  and  issued  numerous  orders  of  similar 
character,  but  frequently  much  broader  in  scope,  including 
r92  L  C,C’’ Rep  ’ one  ^ie  Maximum  Rate  case  decided  on  May  29,  1894. 

Mr  Clements,  The  latter  order  required  specific  changes  in  rates  from 
3031  Cincinnati  and  Chicago  to  Knoxville,  Chattanooga,  Rome, 

Atlanta,  Meridian,  Birmingham,  Anniston,  and  Selma,  and 
in  general  terms  ordered  readjustments  at  many  other 
points.  The  existence  of  this  power  to  prescribe  rates  in 
an  order  was  challenged.  The  Fifth  Annual  Report  of 
the  Interstate  Commerce  Commission  shows  that  this  was 
done  in  an  answer  of  the  Lehigh  Valley  Railroad  to  a 
Mr.1  elements  petition  in  equity  filed  by  the  Commission  to  enforce  an 
29M6erre<i'  vie'?  order  of  similar  character,  this  answer  being  dated  July  1, 
3761  mcv  °  1891.  The  answer  in  this  case  contains  the  following: 

This  defendant  is  advised  by  counsel,  and  therefore  avers,  that  the 
Act  entitled  “An  act  to  regulate  commerce”  does  not  authorize  the 
said  Commission  to  fix  the  rates  of  transportation  which  shall  be 
•  charged  by  railroad  corporations. 

If  was  also  challenged  before  the  circuit  court  in  the 
proceedings  to  enforce  the  ordjerof  the  Commission  in  the 
Social  Circle  case,  and  when  that  case  reached  the  Supreme 
Court  of  the  United  States  the  latter  said: 


162  u.  S.,  184.  Whether  Congress  intended  to  confer  upon  the  Interstate  Commerce 
Commission  the  power  to  itself  fix  rates  was  mooted  in  the  courts  below, 
and  is  discussed  in  the  briefs  of  counsel.  *  *  *  We  do  not  find 
any  provision  of  the  Act  that  expressly,  or  by  necessary  implication, 
con  ?ers  such  a  power. 

It  is  argued  on  behalf  of  the  Commission  that  the  power  to  pass 
upon  the  reasonableness  of  existing  rates  implies  a  right  to  prescribe 
rates.  This  is  not  necessarily  so.  The  reasonableness  of  the  rate,  in 
a  given  case,  depends  on  the  facts,  and  the  function  of  the  Commis¬ 
sion  is  to  consider  these  facts  and  give  them  their  proper  weight.  If 
the  Commission,  instead  of  withholding  judgment  in  such  a  matter 
until  an  issue  shall  be  made  and  the  facts-  found,  itself  fixes  a  rate,  that 
rate  is  prejudged  by  the  Commission  to  be  reasonable. 


This  decision  was  rendered  on  March  30,  1896.  The 
Commission  did  not  regard  the  language  which  it  contains 
as  a  condemnation  of  its  theory  of  the  law  but  assumed 
that  it  was  “  the  intention  of  the  Supreme  Court  *  *  * 

to  condemn  only  the  making  of  rates  by  the  Commission 
without  investigation  of  the  facts  on  notice  to  the  carrier.” 
In  the  Commission’s  view  the  court  had  implied  that  44 if 
the  Commission  does  withhold  its  judgment  until  issue 
shall  be  made  and  the  facts  found,  and  then  requires  a  car¬ 
rier  not  to  exceed  the  charges  indicated  by  the  evidence 
to  be  reasonable  and  just,  such  action  is  authorized  by 
the  act.” 

167  u.  s..  479.  The  Maximum  Rate  case,  which  has  already  been  alluded 
to,  reached  the  Supreme  Court  soon  after  this  and  afforded 
an  opportunity  for  further  discussion  of  the  question  raised 
in  the  Social  Circle  case.  The  court  said: 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


55 


The  question  debated  is  whether  it  (the  act  to  regulate  commerce) 
vested  in  the  Commission  the  power  and  the  duty  to  fix  rates;  and  the 
fact  that  this  is  a  debatable  question,  and  has  been  most  strenuously 
and  earnestly  debated,  is  very  persuasive  that  it  did  not.  The  grant  of 
such  a  power  is  never  to  be  implied.  The  power  itself  is  so  vast  and 
comprehensive,  so  largely  affecting  the  rights  of  carrier  and  shipper, 
as  well  as  indirectly  all  commercial  transactions,  the  language  by 
which  the  power  is  given  had  been  so  often  used  and  was  so  familiar 
to  the  legislative  mind  and  is  capable  of  such  definite  and  exact  state¬ 
ment,  that  no  just  rule  of  construction  would  tolerate  a  grant  of  such 
power  by  mere  implication. 

Reference  was  made  to  the  argument  suggested  in  the 
Commission’s  annual  report  for  1896,  which  had  been 
advanced  before  the  court.  On  this  subject  the  Supreme 
Court  said: 


Some  reliance  was  placed  in  the  argument  on  this  sentence,  found 
in  the  opinion  of  this  court  in  Cincinnati,  New  Orleans,  etc.,  Railway 
v.  Interstate  Commerce  Commission,  if  the  Commission,  instead  of 
withholding  judgment  in  such  matter  until  an  issue  shall  be  made 
and  the  facts  found,  itself  fixes  a  rate,  “that  rate  is  prejudged  by  the 
Commission  to  be  reasonable.”  And  it  is  thought  that  this  court 
meant  thereby  that  while  the  Commission  was  notin  the  first  instance 
authorized  to  fix  a  rate,  yet  that  it  could,  whenever  complaint  of  an 
existing  rate  was  made,  give  notice  and  direct  a  hearing,  and  upon 
such  hearing  determine  whether  the  rate  established  was  reasonable 
or  unreasonable,  and  also  what  would  be  a  reasonable  rate  if  the  one 
prescribed  was  found  not  to  be,  and  that  such  order  could  be  made 
the  basis  of  a  judgment  in  mandamus  requiring  the  carrier  thereafter 
to  conform  to  such  new  rate. 

And  the  argument  is  now  made,  and  made  with  force,  that  while 
the  Commission  may  not  have  the  legislative  power  of  establishing 
rates,  it  has  the  judicial  power  of  determining  that  a  rate  already 
established  is  unreasonable  and  with  it  the  power  of  determining  what 
should  be  a  reasonable  rate,  and  of  enforcing  its  judgment  in  this 
respect  by  proceedings  in  mandamus.  The  vice  of  this  argument  is 
that  it  is  building  up  indirectly  and  by  implication  a  power  which  is 
not  in  terms  granted.  It  is  not  to  be  supposed  that  Congress  would 
ever  authorize  an  administrative  body  to  establish  rates  without  inquiry 
and  examination;  to  evolve,  as  it  were,  out  of  its  own  consciousness, 
the  satisfactory  solution  of  the  difficult  problem  of  just  and  reasonable 
rates  for  all  the  various  roads  in  the  country.  And  if  it  had  intended 
to  grant  the  power  to  establish  rates  it  would  have  said  so  in  unmis¬ 
takable  terms. 


It  may  well  serve  the  purposes  for  which  this  report  is 
being  prepared  clearly  to  set  out  at  this  place  the  fact  that 
the  precise  object  sought  to  be  attained  by  the  legislative 
proposals  now  being  advanced  is  to  authorize  the  Commis¬ 
sion  to  make  orders  similar  to  the  order  in  the  Evans  case 
and  the  Maximum  Rate  case,  the  latter  being  the  case 
under  discussion  in  the  foregoing  quotations. 

After  the  decision  in  this  case  the  Commission,  for  a 
time,  proceeded  upon  the  theory  that,  while  it  might  n6t 
establish,  by  its  order  in  a  particular  case,  maximum  rates 
to  be  observed  in  the  future,  it  could  establish  the  rela¬ 
tions  between  the  rates  compared  and  require  the  observ¬ 
ance  of  the  relations  by  it  found  to  be  reasonable.  This 
view  was  taken  in  the  case  of  the  Merchants’  Union  of 
Spokane  Falls  v.  The  Northern  Pacific  Railroad,  and  was 
presented  to  the  circuit  court  for  the  northern  district  of 


1  I.  C.  C.  Rep., 
325. 

4  I.  C.  C.  Rep., 
592. 


5  I.  C.  C.  Rep., 
478. 


56 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


and^Trust  Com-  Washington  in  an  application  to  enforce  the  Commission’s 
panyv. Northern  order  in  that  case.  The  master  in  chancery,  to  whom  the 
Rep.0 249 83  Fed'case  was  referred  by  the  court,  reported  that — 

The  Interstate  Commerce  Commission  is  not  authorized  to  fix  rates, 
either  absolutely  or  relatively,  and  where  the  Commission  has  as¬ 
sumed  to  make  an  order  fixing  rates  for  the  carriage  of  merchandise 
by  railroads  to  a  designated  point,  it  is  the  duty  of  the  court  to  declare 
such  order  to  be  null  and  void. 

This  conclusion  had  the  approval  of  the  court,  which 
said: 

In  so  far  as  the  order  is  definite  and  specific,  it  is  invalid,  because 
the  Commission  was  not  authorized  to  prescribe  rates. 

The  summary  process  as  modified  by  the  Elkins  law. — 
The  foregoing  affords  an  accurate  view  of  the  summary 
process  of  relief  which  has  existed  from  the  beginning, 
with  the  modifications  made  in  1889  and  1891.  This  proc¬ 
ess  exists  precisely  as  described  at  the  present  time;  but 
with  regard  to  the  second  standard  of  obligation — namely, 
that  44  rates  must  be  so  adjusted  as  to  be  relatively  reason¬ 
able’1 — an  alternative  summary  process  has  existed  since 
February,  1903.  The  act  approved  on  that  date,  com¬ 
monly  known  as  the  u Elkins  law,’1  provides: 

Section  3  of  That  whenever  the  Interstate  Commerce  Commission  shall  have 


*  * 


* 


is 


r^ufa  tv/ crt 'reasonable  ground  for  belief  that  any  common  carrier 
raerce  with  for-  committing  any  discriminations  forbidden  by  law  a  petition  may  be 
eign  nations  and  presented  alleging  such  facts  to  the  circuit  court  of  the  United  States 
states1  a  >  noVed  *n  e(Iuffy  having  jurisdiction;  and  when  the  act  complained  of 

Feb r u a^ry^I 9 ,  is  alleged  to  have  been  committed  or  as  being  committed  in  part  in 
1903.  ‘  ’  more  than  one  judicial  district  or  State,  it  may  be  dealt  with,  inquired 

of,  tried,  and  determined  in  either  such  judicial  district  or  State, 
whereupon  it  shall  be  the  duty  of  the  court  summarily  to  inquire  into 
the  circumstances,  upon  such  notice  and  in  such  manner  as  the  court 
shall  direct  and  without  the  formal  pleadings  and  proceedings  appli¬ 
cable  to  ordinary  suits  in  equity,  and  to  make  such  other  persons  or 
corporations  parties  thereto,  as  the  court  may  deem  necessary,  and, 
upon  being  satisfied  of  the  truth  of  the  allegations  of  said  petition,  said 
court  shall  *  *  *  direct  and  require  a  discontinuance  of  such  dis¬ 
crimination  by  proper  orders,  writs,  and  process,  which  said  orders, 
writs,  and  process  may  be  enforceable  as  well  against  the  parties  inter¬ 
ested  in  the  traffic  as  against  the  carrier,  subject  to  the  right  of  appeal, 
as  now  provided  by  law. 

This  statute  clearly  applies  to  all  discriminations  pro¬ 
hibited  by  Section  2  and  Section  3  of  the  original  Act,  but 
does  not  in  terms  cover  violations  of  Section  1,  if  it  be 
understood  that  that  section  applies  only  to  rates  which 
are  unreasonable  and  unjust  in  and  of  themselves  and  not 
as  compared  with  other  rates.  The  distinction  between 
the  summary  process  originally  provided  and  the  addi¬ 
tional  process  made  applicable  bv  the  new  statute  to  44  dis¬ 
criminations  forbidden  by  law’1  is  that  the  latter  gives  to 
the  courts  jurisdiction  to  afford  relief  against  such  dis¬ 
criminations  independent  of  an  44  order’1  previously  entered 
by  the  Commission  and  accords  to  the  latter  standing:  in 
court  as  a  complainant  in  equity  for  relief  against  such 
discriminations  whenever  it  has  44  reasonable  ground  for 
belief"  that  they  exist,  and  without  its  having  proceeded 
in  the  formal  way  prescribed  by  Section  17  to  issue  the 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


57 


order  required  under  Section  16.  The  effect  of  this  law 
was  brought  to  the  attention  of  the  Supreme  Court  of  the 
United  States  in  Missouri  Pacific  Railway  v.  United  States,  189  u.  s.,  274. 
and,  in  that  case,  sustaining  the  right  to  enter  suit  in  the 
manner  here  indicated,  the  court  said: 

Bearing  in  mind  that,  prior  to  the  request  of  the  Commission  upon 
which  the  suit  was  brought,  no  hearing  was  had  before  the  Commis¬ 
sion  concerning  the  matters  of  fact  complained  of,  and  therefore  no 
finding  of  fact  whatever  was  made  by  the  Commission,  and  it  had 
issued  no  order  to  the  carrier  to  desist  from  any  violation  of  the  law 
found  to  exist,  after  opportunity  afforded  to  it  to  defend,  the  question 
for  decision  is  whether,  under  such  circumstances,  the  law  officers 
of  the  United  States  at  the  request  of  the  Commission  were  authorized 
to  institute  this  suit? 

Testing  this  question  by  the  law  which  was  in  force  at  the  time 
when  the  suit  was  begun  and  when  it  was  decided  below,  we  are  of 
the  opinion  that  the  authority  to  bring  the  suit  did  not  exist.  But 
this  is  not  the  case  under  the  law  as  it  now  exists,  since  power  to  pros¬ 
ecute  a  suit  like  the  one  now  under  consideration  is  expressly  con¬ 
ferred  by  an  act  of  Congress  adopted  since  this  cause  was  argued  at 
bar — that  is,  the  “act  to  further  regulate  commerce  with  foreign  nations 
and  among  the  States,”  approved  February  19,  1903. 

It  may  be  well  to  state  that  the  original  bill  of  com¬ 
plaint  in  the  case  which  led  to  the  foregoing  decision  was 
that  the  rates  between  St.  Louis  and  Wichita,  on  the 
one  hand,  and  St.  Louis  and  Omaha,  on  the  other,  were  so 
adjusted  as  to  operate  u  an  unjust  and  unreasonable  prej¬ 
udice  and  disadvantage  against  the  city  of  Wichita  and 
the  localities  tributary  thereto,  and  against  the  shippers 
of  freight  between  St.  Louis  and  the  city  of  Wichita.” 

FORMS  OF  TARIFF  SCHEDULES. 

As  preliminary  to  a  consideration  of  the  complaints 
submitted  by  the  witnesses  who  appeared  before  the  com¬ 
mittee,  which  are  made  the  basis  for  recommendations  of 
remedial  legislation,  it  may  be  well  briefly  to  state  some 
of  the  general  facts  as  to  the  methods  by  which  the  spe¬ 
cific  railway  rates  applied  to  particular  services  are  deter¬ 
mined.  These  facts  are  those  that  relate,  not  so  much  to 
the  commercial  conditions  which  ultimately  control  rates 
and  rate  adjustments,  but,  rather,  to  the  general  schemes 
of  systematic  rate  making  which  have  been  evolved  in  the 
course  of  the  American  railway  practice  of  nearly  three 
generations. 

Classification . — It  is  usual  to  state  that  the  classification 
of  freight  is  the  common  basis  of  rates.  This  statement 
is,  however,  inaccurate,  for  it  leaves  out  of  view  the  vastly 
preponderating  portion  of  the  traffic  carried  which  is 
moved  not  at  rates  determined  by  the  classification,  but  at 
special  commodity  rates  in  the  making  of  which  the  classifi¬ 
cation  is  more  or  less  completely  disregarded.  As  a  gen¬ 
eral  rule,  it  is  true  that  the  classification  is  applied  to  the 
higher  grades  of  merchandise  and  to  those  articles  which 
move  infrequently  and  in  relatively  small  quantities,  but, 
in  every  portion  of  the  United  States,  the  great  staple 


58 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


commodities  are  provided  for  by  special  commodity  rates. 
Thus  cotton,  grain,  lumber,  iron  and  steel  (except  in  their 
highly  manufactured  forms),  coal,  and  live  stock,  and 
dressed  meats  are  only  in  rare  instances  moved  by  rail 
except  at  commodity  rates. 

These  rates  are  published  precisely  the  same  as  class 
rates,  and  are  only  special  in  the  sense  that  these  partic¬ 
ular  articles  are  excepted  from  the  general  classifications. 
Where  they  are  applicable  the  differentials  and  other 
established  relations  among  rates,  to  be  hereafter  dis¬ 
cussed,  are  applied  to  commodity  rates  precisely  in  the 
same  manner  in  which  they  are  applied  to  class  rates. 
One  witness  before  the  committee  estimated  that  85  per 
cent  of  the  total  tonnage  movement  is  carried  at  commodity 
rates. 

There  are  three  principal  railway  freight  classifications 
in  use  throughout  the  United  States.  The  “ Official” 
classification  applies  generally  to  traffic,  for  which  special 
commodit}^  rates  are  not  provided,  throughout  all  the 
territory  north  of  the  Potomac  and  Ohio  rivers  and  east 
of  the  Mississippi  river. 

The  “Western”  classification  is  applied  throughout  the 
territory  west  of  the  Great  Lakes  and  the  Mississippi 
river,  and  the  “ Southern”  classification  in  the  territory 
not  covered  by  the  other  two.  In  many  cases  exceptions 
are  made  of  traffic  originating  in  one  of  these  territories 
and  destined  to  one  of  the  others  b}^  applying  the  classifi¬ 
cation  used  by  the  originating  or  delivering  line  to  the 
entire  service,  but  in  other  cases  in  which  through  rates 
are  made  by  combination  it  is  necessary  to  take  into  con¬ 
sideration  two  or  more  classifications.  In  addition  to  the 
classifications  named,  Illinois,  Georgia,  and  several  other 
States  prescribe,  under  legislative  authority,  classifica¬ 
tions  of  their  own  which,  however,  are  applicable  only  to 
traffic  wholly  within  their  respective  State  limits.  The 
three  great  classifications  were  originally  made  and  are 
maintained,  and  from  time  to  time  modified,  by  the  com¬ 
mon  action  of  the  railroads  interested,  but  every  line  is  at 
liberty  to  make  exceptions  to  suit  the  demands  of  its  own 
traffic  and  there  are  some  general  exceptions  applicable  to 
particular  regions. 

The  three  principal  classifications  vary  greatly  in  char¬ 
acter,  owing  to  the  fact  that  each  is  an  expression  of  com¬ 
mercial  and  traffic  conditions  of  great  areas,  in  which  the 
great  basic  industries  themselves  differ  widely  and  in 
which  general  business  assumes  widely  divergent  forms. 
The  “Official"  classification  groups  the  articles,  which  it 
includes  in  6  classes;  the  “Western”  has  10  classes,  of 
which  0  are  especially  provided  for  shipments  in  carload 
quantities,  and  the  “Southern”  has  14  classes.  All  of 
these  classifications  provide  lower  ratings  for  some  arti¬ 
cles  when  carried  in  carload  quantities  than  when  shipped 
in  smaller  lots.  They  differ  widely,  however,  in  the  rela- 
tive  number  of  articles  so  treated.  The  following:  table 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


59 


shows  the  number  of  items  in  each  classification  and  the 
number  and  proportions  which  are  given  lower  classifica¬ 
tions  for  carload  lots: 


Classification. 

Number 
of  items. 

Number  of 
items  given 
carload 
ratings. 

Percentage 
of  total 
number  of 
items  given 
carload 
ratings. 

Official . 

9, 370 
8, 044 
'  3, 664 

7,648 
5,  678 
2,404 

81.62 
70. 59 
65. 61 

W  estern . 

Southern . 

The  data  in  the  foregoing  table  are  the  latest  compiled 
by  the  Interstate  Commerce  Commission  and  relate  to  the 
year  1902. 

Mileage  rates . — The  earliest  railway  rates  were  very 
generally  adjusted  upon  a  mileage  basis.  It  became  evi¬ 
dent,  quite  early,  however,  that  the  strict  observance  of 
this  system,  under  which  charges  are  determined  by  mul¬ 
tiplying  the  distance  traversed  by  the  rate  per  mile  deter¬ 
mined  upon  for  the  particular  class  of  goods  shipped,  is 
inconsistent  with  the  extensive  development  of  long-dis¬ 
tance  traffic;  while,  at  the  same  time,  it  does  not  admit  of 
the  adjustment  of  rates  to  meet  traffic  conditions  which, 
although  operating  with  controlling  force  at  particular 
points,  do  not  equally  affect  the  business  of  intermediate 
stations.  Thus  a  railway  running  in  a  dir.ect  line  between 
points  connected  by  an  indirect  water  route,  forming,  per¬ 
haps,  the  hypothenuse  of  a  triangle  of  which  the  other 
sides  are  constituted  by  water  ways,  might  find  itself  un¬ 
able  to  do  any  business  between  its  terminals  if  its  rates 
increased  progressively  in  proportion  to  distance. 

In  such  a  case,  by  reducing  the  rate  per  ton  per  mile  as 
the  distance  increased,  the  railway  might,  often  without 
applying  lower  rates  at  its  terminals  than  to  intermediate 
points,  secure  a  considerable  share  of  the  traffic  between 
its  terminals.  A  similar  tapering  of  the  average  rate  per 
ton  per  mile  as  the  distance  increases  may  also  permit  the 
transportation  of  commodities  over  distances  for  which 
the  rates  would  be  prohibitive  if  the  simpler  plan  of  equal 
mileage  rates  were  followed. 

Some  justification  for  applying  a  lower  average  rate  per 
ton  per  mile  on  long-distance  traffic  is  to  be  found  in  the 
fact  that  terminal  expenses  are  not  in  any  degree  propor¬ 
tioned  to  distance. 

The  expense  of  providing  terminal  yards  and  tracks  with 
the  necessary  warehouse  and  other  facilities  for  receiving 
and  delivering  traffic  are  the  same  for  a  short  haul  as  for 
a  long  haul,  the  only  difference  being  that  when  the  trans¬ 
portation  is  over  a  long  distance  these  terminal  charges 
are,  when  reduced  to  a  mileage  basis,  and  thus  divided  b}r 
a  large  factor,  represented  by  considerably  smaller  aver¬ 
ages.  It  would  appear,  therefore,  that  if  charges  are  con¬ 
sidered  as  the  sums  obtained  by  adding  to  uniform  rates 


60 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


per  ton  per  mile,  for  mere  transportation,  decreasing* 
amounts,  representing  uniform  aggregate  terminal  charges 
divided  by  total  distance  carried,  the}7  will,  in  any  event, 
taper  in  the  manner  suggested.  'Phis  is  scarcely  the  place 
to  discuss  the  relation  of  empty-car  movement  and  back 
loading  to  rates,  although  both,  it  is  claimed,  afford,  when 
applicable,  further  justification  for  applying  very  low 
rates  to  very  long  distances. 

Percentage  rates. — One  of  the  most  important  devices  of 
systematic  rate  making  is  the  long  standing  arrangement 
under  which  traffic  from  or  to  stations  in  the  region  known 

o 


as  the  Central  Traffic  Association  territory  and  to  or  from 
points  in  Trunk  Line  territory  is  generally  carried  at  rates 
derived  from  those  contemporaneously  in  force  between 
Chicago  and  New  York.  The  so-called  Trunk  Line  terri¬ 
tory  embraces  all  that  part  of  the  United  States  which  lies 
north  of  the  Potomac  river  and  east  of  a  line  including 
the  Niagara  frontier  and  extending  from  Buffalo  through 
Salamanca,  Pittsburg,  Wheeling,  and  Parkersburg,  to 
Huntington,  W.  Va.  Central  Traffic  Association  territory 
is  west  of  the  line  just  defined  and  north  of  the  Ohio  river 
and  east  of  the  Mississippi  and  the  Great  Lakes.  Through¬ 
out  the  entire  region  last  described  each  railwav  station  is 
accorded  a  percentage  which  represents  the  relation  of  the 
rates  applied  at  that  point  to  the  current  rates  between 

Chicago  and  New  York. 

<- }  • 

Thus  Cleveland  is  a  71  per  cent  point;  Detroit  and  San¬ 
dusky  are  78  per  cent  points;  Cincinnati  is  87  per  cent; 
Fort  Wayne,  90  per  cent;  Indianapolis,  93  per  cent,  and 
East  St.  Louis,  116  per  cent.  This  means  that  the  charge 
on  a  shipment  from  Cleveland  to  New  York  City  is  71  per 
cent  of  the  amount  which  would  be  charged  if  the  ship¬ 
ment  originated  at  Chicago;  that  from  Cincinnati  the 
charge  is  87  per  cent  of  that  on  a  similar  shipment  from 
Chicago,  and  that  the  rates  from  the  other  points  having 
fixed  percentages  are  similarly  proportioned  in  accordance 
with  their  respective  percentages  to  those  from  Chicago. 
The  same  system  is  applicable  to  west-bound  traffic,  a  ship¬ 
ment  from  New  York  to  Cleveland  being  charged  71  per 
cent  of  the  charge  which  would  be  applicable  if  the  ship¬ 
ment  continued  to  Chicago. 

Originally  the  percentages  at  competitive  or  junction 
points  were  fixed  by  agreement  among  the  lines  interested, 
but  these  percentages  have  been  modified  from  time  to 
time,  although  the  changes  have  not  been  very  numerous. 
While  matters  of  this  sort  were  properly  the  subject  of 
inter-railway  agreement,  it  was  commonly  the  practice  for 
each  road  to  fix,  by  independent  action,  the  percentages  of 
its  local  stations,  and  those  were  generally  arranged  pro¬ 
gressively  as  the  distance  increased  from  one  junction  point 
to  another  and  within  the  minimum  and  maximum  limits 
fixed  by  the  agreed  percentages  at  those  junctions.  Gen¬ 
erally  speaking,  these  percentages  control  the  adjustment 
of  commoditv  rates  as  well  as  class  rates,  but  there  are 


DIGEST  OE  HEARINGS  ON  RAILWAY  RATES. 


61 


exceptional  instances  in  which  they  are  not  strictly  adhered 
to  in  the  formulation  of  special  commodity  tariffs. 

East  St.  Louis  and  other  points  on  the  eastern  bank  of 
the  Mississippi  river  are  basing  points  for  the  construc¬ 
tion  of  through  rates  on  traffic  crossing  that  river,  and  the 
rates  used  as  the  eastern  proportions  of  such  combination 
rates  are  116  per  cent  of  the  Chicago  to  New  York  rates  as 
at  East  St.  Louis.  Chicago  is  also  a  point  on  which  cer¬ 
tain  combinations  are  made,  and  on  particular  kinds  of 
traffic  there  are  other  cities  the  rates  from  and  to  which 
are  similarly  used,  but  all  of  them  bear  definite  relations 
to  the  Chicago  basis. 

Atlantic  seaboard  differentials. — The  rate  to  New  York 
on  a  shipment  originating  in  Central  Traffic  Association 
territory  or  taking  a  combination  rate  made  up  in  part  by 
the  rate  from  such  a  point  having  been  determined  accord¬ 
ing  to  the  percentage  system,  it  is  used  as  the  basis  from 
which  to  determine  the  rate  from  that  point  to  any  other 
point  in  Trunk  Line  territory  or  in  New  England.  For 
this  purpose  the  principal  North  Atlantic  seaports  are 
accorded  rates  which  varv  bv  fixed  differences,  called 
u  differentials,’1  from  the  rates  applied  at  New  York. 
Unlike  the  percentages,  however,  the  seaboard  differen¬ 
tials  on  westbound  business  differ  from  those  applied  to 
eastbound  traffic.  Since  December,  1888,  the  rates  on 
classified  traffic  from  New  York  to  Chicago,  via  the  stand¬ 
ard  routes,  have  been  75  cents  per  100  pounds  on  first-class 
traffic,  65  cents  on  second-class,  50  cents  on  third-class,  35 
cents  on  fourth-class,  30  cents  on  fifth-class,  and  25  cents 
on  sixth-class. 

During  this  entire  period  west-bound  business  originat¬ 
ing  at  Boston  has  been  carried  at  the  same  rates  as  those 
which  have  been  applied  to  shipments  originating  at  New 
York.  During  the  same  time  the  rates  applied  from  Phila¬ 
delphia  have  been  6  cents  lower  on  the  first  two  classes 
and  2  cents  lower  on  the  other  classes  than  the  New  York 
rates,  while  the  differentials  at  Baltimore  have  been  8 
cents  on  the  first  two  classes  and  3  cents  on  the  other 
classes.  These  differentials  were  established  in  1877  and 
have  continued  without  modification  since  that  date.  Imme¬ 
diately  prior  to  the  date  on  which  they  were  fixed  there 
had  been  some  fluctuation,  but  the  differentials  in  force  in 
1875  were  as  follows: 

West-bound  differentials. 


Classes, 

in  cents  per 

From — 

100  pounds. 

1. 

2. 

3. 

4. 

5. 

Philadelphia,  lower  than  New  York  rates . 

Baltimore,  loAver  than  New  York  rates . 

7 

7 

6 

4 

3 

10 

9 

8 

6 

5 

Even  at  the  time  the  foregoing  were  in  force  at  Phila¬ 
delphia  and  Baltimore  the  rates  from  Boston  were  the 


62 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


same  as  those  from  New  York.  Since  December,  1888, 
the  rates  on  classified  traffic  from  Chicago  to  New  York, 
east  bound,  have  been  the  same  as  those  already  given  as 
applicable  to  west-bound  traffic  between  the  same  points. 
But  the  differentials  have  been  different.  Those  applied 
at  the  principal  Atlantic  seaports  are  shown  in  the  following 
table: 

East  bo  u  nd  different)  als. 


To- 


Cl  asses.  in  cents  per  100 
pounds. 


1. 

2. 

3. 

4. 

5. 

6. 

Boston,  higher  than  New  York  rates . 

7 

6 

5 

4 

3 

2 

Philadelphia,  lower  than  New  York  rates . 

3 

2 

2 

2 

2 

2 

Baltimore,  lower  than  New  York  rates . 

3 

3 

3 

3 

3 

3 

The  differentials  in  the  foregoing  table  are  applicable 
to  traffic  intended  for  export  through  the  ports  of  Phila¬ 
delphia  and  Baltimore,  as  well  as  to  traffic  for  domestic 
consumption,  but  freight  for  export  through  the  port  of 
Boston  is  carried  to  that  port  at  the  same  rates  which 
would  be  charged  to  New  York,  the  Boston  differentials 
being  applicable  to  domestic  traffic  only. 

The  rates  to  or  from  other  cities  in  Trunk  Line  territory 
are  also  based  upon  those  to  or  from  New  York.  Ex¬ 
amples  in  point  are  found  in  the  adjustment  of  rates  to 
and  from  the  cities  of  Albany,  Rochester,  and  Syracuse. 
Thus  eastbound  traffic  originating  in  Central  Freight  As¬ 
sociation  territory,  at  any  point  taking  from  66£  per  cent 
to  71  per  cent,  inclusive,  of  the  Chicago  to  New  York  rate 
and  destined  to  Albany,  will  be  charged  96  per  cent  of  the 
amount  which  would  be  collected  if  the  shipment  went  to 
New  York.  The  following  table  shows,  for  points  taking 
66£  per  cent  or  more  of  the  Chicago  to  New  York  rates, 
the  percentages  of  the  rates  from  the  same  points  to  New 
York,  which  would  be  collected  on  traffic  destined  to 
Albany.  Rochester,  or  Syracuse: 


On  shipments  originating  at  percentage  points 
taking — 

Percentages  of  charges  from 
same  point  of  origin  to  New 
York  City,  applied  to  ship¬ 
ments  destined  to — 

• 

Albany. 

Syracuse. 

Rochester.. 

G6j  per  cent  to  71  per  cent,  inclusive . 

96 

96 

74 

63 

72  per  cent  to  78  per  cent,  inclusive . 

76 

68 

79  per  cent  to  100  per  cent,  inclusive . 

% 

80 

74 

Over  100  per  cent . 

96 

84 

76 

There  are  relatively  few  points  in  Central  Traffic  Asso¬ 
ciation  territory  from  which  the  rates  to  New  York  are 
ffxed  at  less  than  66£  per  cent  of  those  from  Chicago  to 
New  York.  It  will  serve  to  illustrate  the  systematic  de¬ 
velopment  of  rate  making  in  this  region  if  the  manner  in 
which  rates  on  traffic  from  these  points  to  the  destinations 
shown  in  the  foregoing  statement  are  determined  is  ex- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


plained.  For  the  purpose  of  determining  such  rates  the 
points  taking  less  than  66i  per  cent  are  assigned  to  num¬ 
bered  groups,  which,  respectively,  include  the  following: 

Group  I. — Dayton,  N.  Y. ;  Dunkirk,  N.  Y.;  Falconer  Junction, 
N.  Y.;  Jamestown,  N.  Y.;  Mayville,  N.  Y. 

Group  II. — Corry,  Pa.,  Erie,  Pa.;  Irvineton,  Pa.;  Union  City,  Pa.; 
Warren,  Pa. 

Group  III. — Mercer,  Pa.;  Stoneboro,  Pa. 

Group  IV. — Franklin,  Pa.;  Meadville,  Pa.;  Titusville,  Pa. 

Group  V. — Butler,  Pa. 

The  rates  from  each  of  these  groups  to  the  destinations 
named  are  the  following  percentages  of  those  which  would 
be  charged  if  the  traffic  went  to  New  York. 


From  points  in — 

To — 

Albany. 

Syracuse. 

Rochester. 

Group  I . 

85 

75 

55 

Group  II . 

92 

75 

62 

Group  III . 

96 

74 

63 

Group  IV . 

92 

78 

62 

72 

Group  V . 

100 

84 

The  methods  of  determining  rates  on  west-bound  traffic 
are  somewhat  different.  The  rate  on  a  shipment  from 
Albany  to  an}T  point  in  Central  Traffic  Association  terri¬ 
tory  taking  75  per  cent  or  higher  of  the  New  York  to 
Chicago  rates  is  obtained  by  deducting  20  per  cent  of  the 
full  New  York  to  Chicago  rate  from  the  rate  from  New 
York  to  the  actual  destination.  If  the  destination  is  a  point 
taking  less  than  75  per  cent  of  the  New  York  to  Chicago  rate 
there  is  no  absolute  rule,  but  the  rates  from  Philadelphia 
to  60  per  cent  points  are  usually  observed  as  minima. 
From  Rochester  and  Syracuse  to  percentage  points  taking* 
less  than  72  per  cent  of  the  New  York  to  Chicago  rates 
the  actual  charges  are  70  per  cent  of  those  which  would 
be  collected  on  shipments  from  New  York. 

The  following  statement  shows  the  method  of  determin¬ 
ing  charges  to  or  from  Buffalo  and  Pittsburg  when  the 
point  of  origin  or  of  destination  is  one  in  Central  Traffic 
Association  territory  taking  100  per  cent  or  more  of  the 
New  York-Chicago  rates: 


On  shipments  originating  at  percentage  points 
taking — 

Percentage  of  charges  be¬ 
tween  same  point  of  ori¬ 
gin  and  New  York  City 
applied  to  shipments  to 
Buffalo  or  Pittsburg. 

When  New 
York-Chica¬ 
go  rates  are  25 
cents  per 
100  pounds  or 
higher. 

When  New 
York-Chica¬ 
go  rates  are 
less  than  25 
cents  per  100 
pounds. 

100  per  cent . . . 

60 

62£ 

Over  100  per  cent  to  110  per  cent,  inclusive . 

62 

64j 

Over  110  per  cent  to  116  per  cent’  inclusive . 

64 

66l 

Over  116  per  cent  to  125  per  cent,  inclusive,  but  not  to 
apply  from  or  to  Cairo,  Ill.,  Owensboro,  Ky.,  or  Hen¬ 
derson,  Ky . 

70 

62^ 

From  CairoTll.,  Owensboro,  Ky.,  and  Henderson,  Ky.. 

64 

665 

64 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  general  rule  a.s  to  charges  between  Buffalo  and 
Pittsburg  on  the  one  hand,  and  percentage  points  below 
100  per  cent  on  the  other,  is  that  the}T  are  proportioned  to 
distance,  except  that  where  the  length  of  the  different  avail 
able  routes  varies  the  rates  determined  by  the  shorter- 
distance  routes  are  applicable  via  all  routes. 

The  foregoing  relations,  which  are  the  outcome  of  many 
decades  of  railway  and  industrial  competition,  have  been 
set  forth  in  considerable  detail  because  they  are  tvpical 
rather  than  on  account  of  the  importance  of  the  particular 
points  or  rates  thus  selected  for  illustrative  purposes.  Other 
points  in  Trunk  Line  territory  are  designated  as  “New 
York  common  points,11  “Boston  common  points,”  “Phila¬ 
delphia  common  points,”  “Syracuse  common  points,”  etc. 
These  designations  mean  that  the  rates  applicable  to  or 
from  New  York,  Boston,  Philadelphia,  Syracuse,  etc.,  are 
applied  to  shipments  originating  at  or  destined  to  each  of 
the  more  important  cities.  In  other  cases,  not  very  numer¬ 
ous,  however,  the  rates  to  or  from  the  less  important 
towns  are  made  by  adding  to  or  deducting  from  those  to 
or  from  more  important  places  certain  fixed  differences. 

Route  differentials  in  Trunk  Line  territory. — In  addition 
to  the  differentials  applied  to  and  from  the  different  At¬ 
lantic  seaboards,  there  is  a  differential  system  as  between 
the  various  routes  which  serve  particular  cities.  The  rates 
Re\'iew°ofycKn-  alrea(ty  quoted  apply  to  shipments  via  what  are  known  as 
ges  in  Freight  the  standard  routes.  This  has  been  explained  by  the 
Tariffs,  p.  43.  Interstate  Commerce  Commission  as  follows: 


An  important  element  in  the  arrangement  of  rate  schedules  is  the 
distinction  made  in  the  class  of  railroads  or  routes  by  which  certain 
routes  are  under  agreement  allowed  to  charge  lower  rates  than  others 
to  the  same  points  of  destination.  This  is  another  feature  of  the 
“differential”  x^911*  and  has  within  recent  years  been  extensively 
applied  in  the  territory  now  under  consideration.  From  each  of  the 
eastern  cities  there  are  two  classes  of  roads,  which  are  commonly 
termed  the  “standard  lines”  and  the  “differential  lines.”  The 
standard  lines  are  those  which  are  conceded  to  possess  advantages 
over  their  competitors  by  reason  of  shorter  all-rail  distance  and  supe¬ 
rior  facilities  arising  from  old  and  well-established  connections  and 
freight  organizations. 

The  differential  lines  are  those  which,  on  account  of  the  longer 
routes  and  inadequate  facilities,  or  owing  to  their  through  rates  being 
partly  by  water,  or  from  other  advantages,  can  not  command,  at  even 
rates  with  the  more  direct  lines,  an  amount  of  tonnage  which,  under 
customary  methods  for  determining  such  matters,  would  be  considered 
a  fair  proportion.  With  a  view  to  equalizing  these  conditions  and 
securing  the  permanency  of  the  tariffs,  as  well  as  to  bring  about  a  fair 
distribution  of  the  traffic,  the  “differential  lines”  are  accorded  some¬ 
what  lower  rates  than  the  “standard  lines.” 


At  the  time  the  foregoing  was  written,  as  at  the  present 
time,  there  were  ten  all-rail  routes  leading  from  New  York 
which  competed  for  westward- bound  traffic.  Prior  to 
April  1,  1895,  the  rates  on  classified  traffic  applicable  via 
these  lines  were  as  follows: 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


65 


West-bound  rates,  New  York  to  Chicago. 


Classes. 

Rates  in  cents  per  100 

Routes.  pounds. 


1. 

2. 

3. 

4. 

5. 

Standard  lines : 

New  York  Central  and  Hudson  River  R.  R . 

Pennsylvania  R.  R . 

I76 

65 

50 

35 

30 

Baltimore  and  Ohio  R.  R . 

Differential  lines : 

New  York,  Lake  Eric  and  Western  R.  R . 

Lehigh  Valley  R.  R . 

■70 

61 

47 

33 

29 

West  Shore  R.  R . 

Delaware,  Lackawanna  and  Western  R.  R . 

New  York,  Ontario  and  Western  R.  R . 

67 

59 

46 

32 

27 

Chesapeake  and  Ohio  R,wy.  route . 

65 

57 

44 

31 

26 

Central  Vermont  R.  R.  route . 

60 

53 

41 

29 

25 

The  rates  via  the  standard  lines  are  still  as  shown  in  the 
foregoing.  On  or  about  April  1, 1895,  the  differential  rates 
on  classified  traffic  applicable  via  all  routes  except  those 
partly  by  water  or  partly  through  Canada  were  discon¬ 
tinued.  The  following  table  shows  the  differentials  which 
are  now  deducted  from  the  rates  in  force  via  the  standard 
lines  on  traffic  originating  at  the  ports  and  traversing  the 
routes  indicated: 


West-bound  differentials  for  ocean  and  rail  routes  and  Canadian  routes. 


Via— 


Can.  Atlantic  Natl. 
Desp. 

N.  Y. ,  O.  &W.  Ry . 

B.&  O.  R.R . 

Cumb.  Gap  Desp . 

Kanawha  Desp . 

N.&  W.Desp . 

Can.  Atlantic . 

Can.  Pac.  Desp . 

Cent.  V  t.  Route . 

(Nat.  Desp.  Line) . 

R.  W.  &  0.  Line . 

Cumb.  Gap  Desp . 

Kanawha  Desp . 

N.&  W.Desp . 

Can.  Atlantic . 

Cumb.  Gap  Desp . 

Kanawha  Desp . 

National  Desp . 

N.&  W.Desp . 

Can.  Pac.  Desp . 

Great  Eastern . 

R.  W.  &  O.  Line . 


* 


From — 


New  York  yia  New  London, 
'  ocean  and  rail. 

New  York  via  the  Niagara  fron¬ 
tier. 

r 

Boston  and  common  points, 
ocean  and  rail,  a 


I  Boston  and  points  taking  Boston 
rates  all  rail,  a 

(Baltimore,  Md.,  Philadelphia  via 
ocean  and  rail. 


■New  York  via  ocean  and  rail _ 


(Montreal,  Quebec,  Portland, 
>  Maryland,  and  points  taking 
I  same  rates. 


Classes. 

Rates  in  cents  per  100 
pounds. 

1. 

2. 

3. 

4. 

5. 

6. 

10 

8 

6 

4 

4 

3 

6 

5 

4 

3 

2 

2 

• 

I6 

4 

3 

2 

2 

H 

}5 

4 

3 

2 

2 

U 

}8 

6 

4 

3 

2 

2 

10 

8 

6 

4 

4 

o 

o 

I10 

1 

8 

6 

4 

4 

3 

a  Prior  to  April  5,  1901,  the  differentials  from  Boston  and  Portland  Avere:  Class  1, 
10  cents;  class  2,  8  cents;  class  3,  6  cents;  class  4,  4  cents;  class  5,  4  cents;  class  6,  3 
cents. 


In  addition  to  the  differentials  shown  in  the  foregoing 
table  there  are  similar  arrangements  as  to  the  relation 
between  the  rates  via  the  all-rail,  lake  and  rail,  and 
canal  and  lake  routes.  For  a  long  time  prior  to  1901  these 


S.  Doc.  244,  59-1 - 5 


66 


DIGEST  OF  HEARINGS  ON  RAILWAY  EATES. 


relations  as  to  business  from  New  York  to  Chicago  were 
as  follows: 


Routes. 

Classes. 

Rates  in  cents  per  100 
pounds. 

1. 

2. 

3. 

4. 

5, 

6. 

All  rail . 

75 

65 

50 

35 

30 

23 

25 

Lake  and  rail . 

54 

47 

37 

27 

20 

Canal  and  lake . 

35 

30 

25 

20 

18 

16 

In  1901  the  adjustments  indicated, by  the  foregoing  were 
abolished  and  the  following  substituted: 


Classes. 

Rates  in  cents  per  100 

Routes.  pounds. 


1. 

2. 

3. 

4. 

5. 

All  rail . 

75 

65 

50 

35 

30 

Lake  and  rail . 

59 

51 

40 

29 

25 

Canal  and  lake . 

40 

34 

28 

22 

20 

These  relations  continue  to  the  present  time.  There 
were  corresponding  changes  in  the  rail-and-lake  rates  from 
Boston,  Philadelphia,  and  Baltimore,  although  the  differ¬ 
ences  are  not  precisely  the  same. 

Western  trunk  line  adjustments . — It  is  impracticable 
fully  to  set  forth  in  this  place  the  intricate  system  of  inter¬ 
relations  that  has  grown  up  out  of  the  railway  and  indus¬ 
trial  competition  of  the  region  west  of  Chicago  and  the 
Mississippi  river.  The  relations  established  between  the 
great  distributing  cities  on  the  eastward  border  of  the 
region  covered  by  the  Western  Trunk  Line  Association 
are  maintained  by  the  use  of  differentials.  Those  appli¬ 
cable  to  shipments  of  classified  traffic  and  some  of  the  prin¬ 
cipal  articles  carried  on  commodity  tariffs,  when  between 
the  cities  named  and  points  in  Kansas,  Nebraska,  Colorado, 
Arkansas,  or  Missouri,  are  shown  below: 


Differentials  in  cents  per  100 
pounds. 

Applicable  to — 

Peoria 
higher 
than  St. 
Louis. 

Chicago 
higher 
than  St. 
Louis. 

St.  Paul 
higher 
than  St. 
Louis. 

Merchandise  classes: 

First  class . 

10 

20 

25 

Second  class . 

10 

20 

24 

Third  class . 

5 

10 

13 

Fourth  class . 

2* 

5 

7 

Carload  classes: 

Fifth  class . 

24 

5 

6 

Class  A . 

3i 

74 

94 

Class  B . 

3j 

”4 

84 

Class  C  . 

24 

5 

6 

Class  D . 

2k 

5 

64 

Class  E  . 

24 

5 

6 

Commodities: 

Cotton  piece  goods . 

74 

15 

20 

Emigrant  movables  in  carloads . 

24 

5 

84 

Agricultural  implements,  carloads . 

3i 

74 

74 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


67 


The  application  of  the  foregoing1  is  easily  understood. 
For  example,  a  shipment  of  boxed  dry  goods,  which  is 
classified  as  first  class,  from  St.  Louis  to  McPherson, 
Kans.,  would  be  charged  $1.19^  per  100  pounds.  If  the 
same  shipment  originated  at  Peoria  the  first-class  differ¬ 
ential  of  10  cents  would  be  added  to  the  St.  Louis-to- 
McPherson  rate,  making  a  charge  of  $1.29^  per  100 
pounds.  From  Chicago  the  rate  would  be  $i.39i,  and 
from  St.  Paul  $1.44^  per  100  pounds. 

As  typical  of  the  intricacies  which  may  develop  in  the 
application  of  any  system  of  rates  in  a  region  traversed 
by  numerous  railway  systems,  a  page  from  a  current  rate 
schedule  in  which  the  differentials  just  shown  are  used  is 
introduced.  The  page  follows. 


CHICAGO,  ROCK  ISLAND  AND  PACIFIC  RAILWAY. 


68 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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Is 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


69 


The  reason  for  substituting  the  charges  derived  from 
the  foregoing  for  those  which  would  result  from  the  appli¬ 
cation  of  the  usual  differentials  is  that  if  the  rates  were 
calculated  in  the  customary  manner  the}^  would  exceed  the 
sums  of  the  rates  between  St.  Paul  and  Omaha  plus  those 
between  Omaha  and  the  points  named.  To  keep  within 
the  maxima  fixed  by  these  possible  combinations  the 
adjustments  indicated  are  necessary. 

Transcontinental  traffic. — Traffic  between  the  Atlantic 
and  Pacific  coasts  of  the  United  States,  known  as  transcon¬ 
tinental  traffic,  traverses  both  of  the  regions  for  which 
examples  of  the  systematic  development  of  the  rate  sched¬ 
ules  have  been  presented.  The  peculiar  conditions  under 
which  shipments  between  the  coasts  are  carried,  growing- 
out  of  the  competition  of  carriers  operating  via  the  Cape 
Horn,  trans-Mexican,  trans-isthmian,  and  Canadian  routes, 
have  resulted  in  a  special  development  of  rate  making. 
As  far  as  transcontinental  traffic  is  carried  under  any 
freight  classification  the  “Western”  is  used,  but  there  is 
an  exceptionally  long  list  of  special  commodity  rates. 

The  present  class  rates  on  traffic  originating  at  or  des¬ 
tined  to  the  Pacific  coast  are  the  same  to  or  from  all  ter¬ 
ritory  on  or  east  of  a  line — 

beginning  at  Duluth,  Minn.,  thence  via  Northern  Pacific  Railway 
through  Carlton  to  Hinckley,  Minn.;  thence  via  Eastern  Railway  of 
Minnesota  through  Brook  Park,  Cambridge,  and  Coon  Creek  to  Min¬ 
neapolis,  Minn.;  thence  via  the  Chicago,  St.  Paul,  Minneapolis  and 
Omaha  Railway  through  Merriam  Junction,  Kasota  Junction,  Man¬ 
kato,  Worthington,  Minn.,  Sheldon,  Sioux  City,  Iowa,  and  Blair, 
Nebr.,  to  Omaha,  Nebr.;  thence  via  the  direct  line  of  Missouri  Pacific 
Railway  from  Omaha,  Nebr.,  to  Kansas  City,  Mo.;  thence  via  Kansas 
City  Southern  Railway  to  Texarkana,  Ark. ;  thence  via  the  eastern 
boundary  of  Texas  to  Sabine  Pass,  on  the  Gulf  of  Mexico. 

W ith  a  few  exceptions  the  same  is  true  concerning  special 
commodity  rates.  The  current  west-bound  class  rates 
are: 


To  Pacific  coast  ter¬ 
minals  from — 


Missouri  River  com¬ 
mon  points . 

Mississippi  River 
common  points. . . 
Chicago,  Milwau¬ 
kee,  and  common 

points . ' 

Cincinnati,  Detroit, 
and  common 

points . 

Pittsburg,  Buffalo, 
and  common 

points . 

New  York,  Boston, 
and  common 
points . . 


Classes. 

Rates  per  100  pounds. 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

$3. 00 

12.60 

$2. 20 

$1.90 

$1.65 

$1.60 

$1.25 

$1.00 

$1.00 

$0. 95 

3.00 

2.60 

2.20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

..95 

3.  00 

2.60 

2. 20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

3.00 

2. 60 

2.20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

3.00 

2.60 

2. 20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

3.00 

2.  60 

2.  20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

70 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  “  Pacific  coast  terminals”  to  which  the  rates  in  the 
foregoing  are  applicable  are  designated  as  follows: 

San  Francisco,  South  San  Francisco,  Sacramento,  Marysville,  Stock- 
ton,  Benicia,  South  Vallejo,  Oakland  Wharf,  San  Jose,  Los  Angeles, 
San  Diego,  National  City,  Cal.;  points  on  main  line  of  Southern  Pa¬ 
cific  Company  (via  Martinez),  Antioch,  Cal.,  to  Oakland,  Cal.,  both 
inclusive;  points  on  Santa  Fe  system,  Antioch,  Cal.,  and  west  thereof; 
points  on  Richmond  Belt  Railway;  Portland,  East  Portland,  Albina, 
Astoria,  Oreg. 

These  schedules  designate  as  “ intermediate  points”  all 
points  located  on  the  direct  lines  over  which  traffic  passes 
in  reaching  an}^  of  the  terminals.  To  these  points  many 
commodity  rates  are  provided.  Sometimes  these  are  the 
same  as  the  terminal  rates,  but  more  frequently  the}^  are 
somewhat  higher.  When  they  are  higher  than  the  rates 
to  the  terminals  the}^  are  maximum  rates  onl}r  and  if  lower 
aggregate  can  be  obtained  by  combining  the  terminal  rate 
to  any  point  with  the  local  rate  from  such  point  to  the 
real  destination  the  lower  rate  thus  obtained  is  used. 
Maximum  class  rates  to  intermediate  points  are  also  pro¬ 
vided.  These  are  shown  below: 


Classes. 


To  intermediate  I  Maximum  rates  per  100  pounds. 


points  from — 

1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Colorado  common 
points . 

$3.00 

$2.60 

$2.  00 

$1. 75 

$1.60 

$1.40 

$1.20 

$0.  95 

$0. 85 

$0. 80 

Missouri  River  com¬ 
mon  points . 

3.50 

3.00 

2.  50 

2.00 

1.75 

1.75 

1.55 

1.25 

1.10 

1.00 

Mississippi  River 
common  points.... 

3.  70 

3.20 

2.60 

2.  05 

1.80 

1.82 

1.63 

1.30 

1.15 

1.05 

Chicago,  Milwaukee, 
and  common 
points . 

3.90 

3.40 

2.  70 

2.10 

1.85 

1.90 

1.70 

1.35 

1.20 

1. 10 

The  special  commodity  rates  from  Chicago  and  common 
points,  which  apply  alike  on  shipments  to  terminal  and 
intermediate  points,  range  from  60  cents  per  100  pounds 
on  “fertilizer,  including  dried  blood  and  phosphate  rock,” 
when  shipped  in  quantities  of  not  less  than  12  tons,  to 
$3.40  on  “  buggies  (not  including  baby  buggies),  carriages, 
sleighs,  wagonettes,  and  other  light  passenger  vehicles, 
finished  or  unfinished  (not  including  automobiles),  and  fin¬ 
ished  parts  thereof,”  shipped  in  quantities  of  not  less  than 
6  tons.  The  lowest  commoditv  rate  from  Chicago  to  the 
“terminals”  is  50  cents  per  100  pounds.  It  applies  to 
carload  shipments  of  a  large  number  of  articles,  including 
common,  pressed,  and  ornamental  figured  brick,  tire 
brick  and  fire  clay,  chloride  of  calcium,  building  and 
paving  cement  (tar),  creosote  oil.  tar  oil,  steel  billets, 
blooms  and  ingots,  muck  bar  and  strip  steel,  pig  iron, 
resin,  pitch,  tar,  pulverized  silica,  soda  ash,  and  caustic 
soda.  Similar  shipments  of  these  articles  are  carried 
from  New  York  and  Boston  for  75  cents  per  100  pounds. 

Southwestern  differential*. — Rates  on  traffic  destined  to 
points  in  Texas  are  related  to  those  to  certain  points  in 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


71 


that  State  which  are  designated  as  u  Texas  common  points.” 
These  include  Austin,  Bastrop,  Corsicana,  Fayetteville, 
Goliad,  Longview,  Magnolia,  Overton,  San  Antonio,  Tyler, 
and  many  other  towns  and  cities.  The  current  rates  on 
shipments  of  classified  freight  to  these  common  points  are: 


To  Texas  common  points  from — 


St.  Louis... 
Kansas  City 
Little  Rock 
Memphis  . . 
Nashville. . 
Louisville  . 

Macon . 

Chicago  ... 
Detroit  .... 
Pittsburg  . . 


Classes. 

Rates  in  cents  per  100  pounds. 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

137 

121 

104 

96 

75 

79 

70 

58 

46 

39 

137 

121 

104 

96 

75 

79 

70 

58 

46 

39 

114 

101 

86 

83 

65 

67 

60 

49 

38 

31 

127 

111 

96 

89 

70 

72 

65 

53 

41 

34 

143 

126 

108 

99 

77 

82 

72 

60 

48 

40 

148 

180 

110 

101 

78 

83 

73 

61 

49 

41 

148 

130 

110 

101 

78 

83 

73 

61 

49 

41 

157 

137 

116 

106 

82 

88 

78 

65 

52 

44 

177 

156 

131 

115 

91 

95 

84 

70 

58 

50 

187 

166 

136 

119 

94 

99 

86 

74 

62 

54 

The  rates  from  St.  Louis  and  Kansas  City  shown  in  the 
foregoingare  basing  rates;  the  others  are  made  in  accord¬ 
ance  with  the  system  of  differentials  indicated  in  the'f ol¬ 
io  wing  table: 


Established  differentials. 


% 

From— 

Add  or  deduct. 

Merchandise  differentials  in  cents  per 
100  pounds. 

Less  than  car¬ 
loads. 

Carloads. 

1. 

2. 

3. 

4. 

5. 

A. 

B. 

c. 

D. 

E. 

Little  Rock-Fort  Smith  . 

Deduct  from 

f23 

20 

18 

13 

10 

12 

10 

9 

8 

8 

New  Orleans . * 

St.  Louis 

10 

10 

10 

9 

6 

7 

6 

6 

6 

6 

Memphis  (item  6) . 

rates. 

10 

10 

8 

7 

.5 

7 

5 

5 

5 

5 

Nashville . 

6 

5 

4 

3 

2 

3 

2 

2 

2 

1 

Louisville . 

11 

9 

6 

5 

3 

4 

3 

3 

3 

2 

Macon . 

11 

9 

6 

5 

3 

4 

3 

3 

3 

2 

Carolina . 

20 

16 

12 

10 

7 

9 

8 

7 

6 

5 

Raleigh . 

A  rl  r\  t  r\  fit 

46 

35 

27 

21 

16 

18 

16 

15 

15 

16 

Omaha-Davenport  (see 
item  16). 

Louis  rates. 

15 

12 

9 

7 

4 

5 

4 

4 

4 

3 

Chicago-Cincinnati . 

20 

16 

12 

10 

7 

9 

8 

7 

6 

5 

Peoria  and  Pekin . 

Cedar  Rapids  and  Mar- 

.... 

.... 

shalltown. 

Kewanee . 

Milwaukee . 

20 

16 

12 

10 

7 

9 

8 

7 

6 

5 

Fox  River  territorv . 

40 

31 

24 

20 

15 

16i 

14 

12 

11 

10 

Davtou-South  Bend _ 

32 

27 

20 

16 

11 

11 

10 

10 

10 

10 

Middlesboro . 

Add  to  Kan- 

40 

35 

27 

19 

16 

16 

14 

12 

12 

11 

Detroit-Cleveland . 

sas  City 

40 

35 

27 

19 

16 

16 

14 

12 

12 

11 

Pittsburg . 

rates. 

50 

45 

32 

23 

19 

20 

16 

16 

16  . 

15 

Kansas  Group  No.  1 . 

10 

10 

8 

8 

6 

6 

5 

4 

3 

3 

Kansas  Group  No.  2 . 

15 

14 

13 

12 

10 

10 

8 

7 

6 

5 

Kansas  Group  No.  3 . 

20 

18 

15 

13 

10 

11 

10 

8 

7 

7 

Sioux  City,  Iowa . 

72 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Established  differentials — Continued . 


From— 

1 

Add  or  deduct. 

Commodity  differentials  in  cents  per  100 
pounds. 

Bagging  for  baling  cotton,  cotton-bale  ties  and  buckles,  straight 

or  mixed  loads. 

Cotton  piece  goods. 

Iron  articles. 

Molasses,  sugar  (except  lemon  and  maple), sirup  (exclusive  of  fla¬ 

voring  or  fruit  sirups) ,  and  glucose,  straight  and  mixed  carloads. 

Packing-house  products,  carloads. 

Starch,  carloads. 

Paper,  carloads,  as  described  in  note  1, 

Pig,  carloads. 

Pipe,  wrought,  and  articles  taking  same  rates. 

Cast,  and  articles  taking  same  rates. 

Roofing,  etc.,  as 'described  in  note  2. 

Little  Rock-Fort  Smith. 
New  Orleans . 

Deduct  from 

•  St .  Lou i s 
rates. 

Add  to  St. 
Louis  rates. 

Add  to  Kan- 

•  s  a  s  City 
rates. 

•  5 

... 

2* 

2£ 

5 

Memphis  (item  6) . . . . 

Nashville . . 

... 

4 

Louisville . 

Macon . 

... 

4 

Carolina . 

Raleigh . 

11 

Omaha-Davenport  (see 
item  16). 

Chicago-Cincinnati . 

6 

5 

b 

Peoria  and  Pekin . 

4 

Cedar  Rapids  and  Mar¬ 
shalltown. 

Kewanee . 

6 

'  % 

2 

5 

. 

Milwaukee . 

5 

Fox  River  territory  .... 

Dayton-South  Bend _ 

Middlesboro . 

9 

... 

. 

Detroit-Cleveland . 

14 

14 

Pittsburg . 

18 

.... 

Kansas  Group  No.  1 _ 

Kansas  Group  No.  2 _ 

Kansas  Group  No.  3 _ 

Sioux  City,  Iowa . 

. 

. 

10 

(Omaha 
\  rates. 

In  addition  to  the  foregoing  there  are  other  special  com¬ 
modity  differentials  and  various  controlling  customs  and 
rules,  such  as  those  making  Chicago  rates  the  maxima  on  all 
traffic  originating  in  Kansas.  The  manner  in  which  the 
terminal  differentials  are  applied  is  illustrated  in  the  fol¬ 
lowing: 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


73 


Terminal  points. 


CLASSES. 

Rates  in  cents  per  100  pounds. 


1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

From  St.  Louis  to  Marathon: 

From  St.  Louis  to  common 
points . 

137 

121 

104 

96 

75 

79 

70 

58 

46 

39 

Marathon  differentials . 

37 

30 

32 

31 

21 

21 

20 

15 

15 

15 

Rates  to  Marathon . 

174 

151 

136 

127 

96 

100 

90 

73 

61 

54 

From  Kansas  City  to  Pan  Handle: 
Kansas  City  to  Forth  Worth . 

117 

107 

96 

89 

70 

72 

65 

53 

41 

34 

Pan  Handle  differentials . 

9 

8 

7 

6 

5 

6 

4 

4 

3 

3 

Rates  to  Panhandle . 

126 

115 

103 

95 

75 

78 

69 

57 

44 

37 

Chicago  to  Waring: 

Chicago  to  common  points . 

157 

137 

116 

106 

82 

88 

78 

65 

52 

44 

Waring  differentials . 

6 

6 

5 

3 

3 

4 

3 

3 

4 

2 

Rates  to  Waring . 

163 

143 

121 

109 

85 

92 

81 

68 

56 

46 

Southeastern  adjustments. — Freight  rates  on  shipments 
originating  west  of  the  Potomac  and  Ohio  rivers  and  des¬ 
tined  to  points  south  of  these  rivers  are  related  to  each 
other,  according  to  the  points  of  origin,  a  system  of 
differentials.  From  western  sources  of  supply  these  dif¬ 
ferentials  are  as  shown  below: 


Classes. 

Differentials  in  cents  per  100  pounds. 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.  a 

Chicago  (above  Cincin¬ 
nati): 

June  1, 1896,  to  Jan.  31, 
1905  . 

40 

34 

25 

17 

15 

12 

• 

12 

11 

7 

7 

13 

15 

14 

Feb.  1,  1905,  to  Apr.  28, 
1905  . 

40 

34 

25 

17 

15 

12 

12 

12 

10 

10 

13 

12 

20 

Apr.  29, 1905,  to  May  16, 
1905  . 

40 

34 

25 

17 

15. 

12 

12 

12 

10 

10 

13 

15 

20 

May  16, 1905,  to  date. . . . 

34 

30 

22 

15 

13 

10 

12 

12 

10 

10 

13 

15 

20 

St.  Louis  and  East  St.  Louis 
(above  Cincinnati): 

Aug.  1,  1888,  to  Jan.  31, 
1905  . 

28 

23 

20 

14 

12 

10 

7 

8 

7 

5 

8 

10 

14 

Feb.  1,  1905,  to  date _ 

23 

19 

17 

12' 

10 

8 

7 

8 

7 

5 

8 

10 

14 

Memphis  (below  Cincin¬ 
nati): 

Aug.  1,  1888,  to  date _ 

4 

4 

4 

4 

4 

4 

4 

4 

4 

4 

4 

4 

8 

«  Per  barrel. 


The  current  rates  from  Cincinnati  to  some  of  the  prin¬ 
cipal  southern  u  basing  points'1  in  connection  with  which 
the  differentials  shown  in  the  foregoing  are  applied,  are 
as  shown  below: 


From  Cincinnati  to— 


Classes. 

Rates  in  cents  per  100  pounds. 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

c. 

D. 

E. 

H. 

F.  a 

Albanv,  Ga . 

123 

107 

96 

78 

65 

52 

37 

39 

32 

28 

60 

55 

56 

Atlanta,  Ga . 

98 

87 

78 

63 

52 

41 

28 

33 

26 

22 

48 

48 

44 

Augusta,  Ga . 

103 

90 

81 

65 

54 

43 

28 

35 

28 

24 

50 

50 

48 

Columbus,  Ga . 

113 

100 

91 

73 

61 

49 

32 

37 

30 

26 

54 

54 

52 

Macon,  Ga . 

Charleston,  S.  C . 

107 

) 

92 

81 

68 

56 

46 

28 

35 

28 

24 

50 

50 

48 

Savannah,  Ga . 

Jacksonville,  Fla . 

\  95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

a  Per  barrel. 


74 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  rates  from  eastern  sources  of  supply  are  also  re¬ 
lated  to  each  other  by  a  system  of  differentials.  With 
regard  to  destinations  the  relations  among  rates  are  tixed 
by  what  is  known  as  the  u  basing  point  system.”  This 
system  consists  in  making  through  rates  to  certain  cities 
and  towns  designated  as  “  basing  points”  and  making  rates 
to  all  other  points  by  adding  to  these  rates  the  local  rates 
(or  certain  fixed  differentials  less  than  the  local  rates)  from 
the  basing  point  used  to  the  actual  destination.  An  essen¬ 
tial  element  of  this  system  is  that  the  rate  on  each  shipment 
to  a  point  which  is  not  a  basing  point  shall  be  determined 
by  the  lowest  possible  combination  obtainable  through  any 
basing  point.  Thus  the  rate  to  any  such  point  may  be 
based  upon  (a)  the  rate  to  an  intermediate  basing  point, 
(b)  the  rate  to  a  more  distant  basing  point  reached  over 
the  same  line,  or  (c)  the  rate  to  a  basing  point  not  on  the 
line  by  which  the  shipment  is  carried. 

In  practice  this  system  frequently  results  in  higher  rates 
per  100  pounds  to  intermediate  points  than  to  more  distant 
points  reached  via  the  same  line  and  in  violation  of  the  gen¬ 
eral  rule  of  Section  4  of  the  Act  to  regulate  commerce.  'In 
these  cases,  however,  the  carriers  contend  that  the  competi¬ 
tion  at  the  more  distant  points — usually  that  of  water  routes, 
but  occasionally  that  of  carriers  by  rail  or  of  markets  or 
competing  sources  of  supply — creates  the  dissimilarity  of 
circumstances  and  conditions  which  exempts  the  longer 
distance  traffic  from  the  operation  of  the  Fourth  section. 
Formerly  there  were  few,  if  any,  exceptions  to  the  rule 
that  the  rates  added  to  those  basing  points  were  the  full 
local  rates  from  those  points  to  the  final  destinations.  Since 
1887  there  has  been  a  gradual  substitution  for  this  purpose 
of  differentials,  which  are  always  somewhat  lower  than  the 
local  rates.  Data  indicatring  how  general  this  substitution 
has  become  are  not  available. 

The  interdependence  of  rates. — The  preceding  portion  of 
the  text  indicates,  by  illustrations  selected  from  almost 
innumerable  instances,  the  extent  to  which  fixed  relations 
among  the  charges  for  different  railway  services  have, 
either  by  tacit  or  express  consent,  become  a  recognized 
part  of  American  railway  practice.  There  can  be  no  ques¬ 
tion  that  trade  and  commerce  is,  generally  speaking,  at 
least  adjusted  to  these  established  relations.  There  may 
be  some  question,  however,  as  to  whether  the  conditions 
of  trade  and  commerce  are  invariably  the  cause  of  which 
these  rate  adjustments  are  the  effect  or  whether,  on  the 
other  hand,  the  rate  adjustments  are  more  or  less  fre¬ 
quently  the  cause  which  determines  the  related  conditions 
of  commercial  intercourse  and  of  industry. 

Whatever  may  be  the  proper  conclusion  upon  this  point, 
the  fact  remains,  however,  that  such  a  relationship  now 
exists  between  these  rate  adjustments  and  the  commercial 
conditions  of  the  regions  in  which  they  are  effective  that 
the  modification  of  an}7  of  the  rates  subject  to  them  would 
produce  a  demand  for  the  reestablishment  of  the  present 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


75 


Mr.  Hooker, 
134;  Mr.  Daven¬ 
port,  222;  Mr. 
Smith,  228;  Mr. 
Tuttle,  923,  975; 
Mr.  Hines,  1031; 
Mr.Lincoln,  1222; 
Mr.  Peck,  1306; 
Mr.  Hill,  1475;  Mr. 
Vining,  1675,1676, 
1681,  1682, '  1683; 
Mr.  Cummins, 
2095;  Mr.  Trayer, 
2226;  Mr.  Bird, 
2256,  2257. 


Appendix  II, 
Tables  1  to  14, 
inclusive. 


status  by  corelative  modifications  in  many  other  rates. 

Should  this  demand  be  denied  some  readjustment  of  trade 
and  commerce  would  undoubtedly  be  necessary. 

Rate  relations  of  the  class  to  which  the  examples  which 
have  been  used  as  illustrations  belong  do  not,  however,  by 
any  means  indicate  the  whole  extent  of  the  interrelations  of 
the  rates  for  railway  services.  The  relationships  most 
frequently  suggested  by  the  testimony  before  the  com¬ 
mittee  are  of  an  entirely  different  order.  They  are  the 
consequence  of  the  fact  that  many  of  the  great  staple  arti¬ 
cles  of  railway  traffic  in  the  United  States  are  delivered  to 
the  same  consumers  from  widely  separated  sources  of 
suppl}r.  Under  such  conditions  the  adjustment  of  rates 
into  the  common  market  from  the  different  supplying 
regions  becomes  of  great  commercial  importance. 

It  may  be  the  essential  factor  in  determining  whether 
particular  producers  shall  compete  at  all  in  certain  markets. 

Several  tables  in  Appendix  II  show  the  rates  currently  in 
force  on  important  commodities  which  reach  common 
markets  from  different  sources.  Thus  common  lumber 
may  reach  Chicago  from  any  one  of  several  points  in 
Georgia,  Mississippi,  Louisiana,  Michigan,  Wisconsin, 

Arkansas,  Texas,  Washington,  Oregon,  or  California. 

The  rates  from  these  different  sources  of  supply  vary 
greatly,  but,  if  the  testimony  before  the  committee  is 
accepted  as  reliable,  it  would  be  difficult  to  modify  any  of 
them  without  disturbing  the  present  competitive  condi¬ 
tions  or  else  correspondingly  changing  the  others.  Illus¬ 
trations  of  this  sort  could  be  multiplied  in  great  number. 

NATURE  OF  COMPLAINTS.0 

It  has  seemed  that  the  purpose  of  this  report  would  be 
subserved  by  a  statement  of  the  different  classes  of  com¬ 
plaints  relative  to  railway  practice  disclosed  in  the  testi¬ 
mony.  Most  of  these  complaints  touch,  either  directly  or 
indirectly,  the  tariff  rates  or  charges  for  service  rendered, 
although  there  are  a  few  witnesses  who  submit  criticisms , 
of  a  more  general  character.  The  complaints  submitted 
by  witnesses  may  be  grouped  under  two  headings: 

A.  Complaints  of  excessive  rates. 

B.  Complaints  of  discriminations. 

Complaints  of  excessive  rates. — Direct  issue  is  to  be  Mr^cowan,’  110; 
found  in  the  testimony  over  the  question  as  to  whether  Mr.  Hooker^m, 
there  are  particular  rates  which  are  subject  to  the  charge  232!  Mr.bean, 265- 
that  they  are  in  themselves  too  high.  A  closer  scrutiny  ^ifo^MnMor- 
of  the  conflicting  testimony  upon  this  point  indicates,  awetz,  793,  8g, 
however,  that  the  difference  is  really  one  of  definition.  890,’  893-  Mr.Tut- 

«As  to  the  extent  and  general  nature  of  complaint  see  Testimony, 
pp.  5,  31, 132,-232, 950, 1132, 1165, 1224, 1331, 1332, 1337, 1530, 1547, 1551, 

1621,  1644, 1812,  1829,  1871,1872, 1942,  2016,  2020,  2022,  2071,  2074,  2129, 

2160,  2161,  2165,  2166,  2170,  2181,2192,  2212,  2215,  2216,  2219,  2220,  2260, 

2315,  2338,  2359,  2360,  2363,  2528,  2623,  2624,  2733,  2830,  2831,  2839,  2942, 

2969,  2972,  2978,  2987,  3052,  3059,  3062,  3269,  3272,  3322,  3354,  3368,  3383, 

3385,  3388,  3604,  3781.  3782,  3784,  3785. 


76 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


tie,  931.  932,  933,  Those  who  conte rid  that  particular  rates  are  in  themselves 
938!  945;  Mr.’ Lin- excessive  adhere  to  the  view  that  unreasonableness,  pet'  8e , 
i?25-’ Mr2  Meyer’ can  he  shown  by  comparing  particular  charges  with  charges 
1605,’  1609,  i6io;  contemporaneous! y  in  force  for  other  services  or  at  some 
1791^*1797,’  179s!  other  time  in  force  for  the  same  services.  The  contrary 
M?0,  cummins’ yiew  is  that  such  comparisons  only  serve  to  establish  the 
2036,  2049,  2070!  propriety  or  impropriety  of  the  relations  which  they  dis- 

2082,  2101,  2102,  1  ,  r  J  r  L  j 

2103,  2104;  Mr.  dose. 

Ramsey,  1954,  1983,  2136,  2137,  2143,  2144;  Mr.  Shevlin,  1943;  Mr.  Mitchell,  2175;  Mr.  Gil¬ 
christ,  2185;  Mr.  Fordyce,  2201;  Mr.  Jennings,  2305;  Mr.  Frame,  2308,  2309;  Mr.  Acworth, 

1853;  Mr.  Bird,  2284;  Mr.  Ripley, 2335, 2312;  Mr.  Prouty,  2892;  Mr.  Kruttschnitt,  3102,  3109; 

Mr.  Thompson,  3124,  3126,  3127,  3128,  3129,  3130;  Mr.  Clements,  3227;  Mr.  Cowan,  3391;  Mr. 

Newcomb,  3518,  3519,  3521,  7523,  3539,  3562,  3567,  3593;  Mr.  Spencer,  3612,  3613;  Mr.  Will- 
cox,  3635,  3636;  Mr.  Hines,  3738,  3739,  3740. 

Mr  cowan  54  55  ^  was  generally  conceded  by  all  witnesses  that  the  gen- 

56,‘84,  105,’  3389;  eral  level  of  rates  is  not  higher  than  can  be  justified,  and 
123;  Mr.  Dean!  even  those  who  argue  that  there  are  instances  ot  rates 
Mr’  2m’iicfoLn’  which  may  be  called  excessive  in  themselves  with  few  ex- 
1238,  1239,  1242!  ceptions  agree  that  difference  in  charges  for  different  serv- 
Morawetz,  905!  ices  constitute  the  greatest  source  of  complaint  and  suppl y 
1530  Ri53i^arMr’  the  basis  for  whatever  need  of  new  legislation  actually  ex- 
Biddle,  ’  1651,'  ists.  Nevertheless,  the  testimony  includes  specific  allega- 
1661-  Mr.  Man-tions  that  particular  rates  are  excessive.  Among  these, 
Mr  Bird  2277-  reference  should  be  made  to  the  complaints  on  behalf  of  the 
Mr!  Prouty,  2883,’  cattle  raisers  of  Texas,  the  peach  growers  of  Georgia,  the 
rates:  Mr! Hhies!  shippers  of  oranges  and  other  deciduous  fruits  of  Cali- 
coin  r'n-  LMr'f°rnia  and  those  of  producers  of  lumber.  Similar  claims 
Gardner,  1630-  were  advanced  in  regard  to  anthracite  coal  and  petroleum. 
Mnmgbee!  1878- These  com  plaints  do  not  address  themselves  at  all  to  the 
S:  general  level  of  charges,  and  their  validity  is  neither  to  be 
Mr. Barties,  2741;  proved  nor  disproved  by  a  rise  or  fall  m  the  average  re- 
2735,  2846,  2847;  ceipts  per  unit  of  service. 

Mr.  Kruttschnitt,  3102,  3108;  Mr.  Martin,  3471. 

8oMio7C°io8n’ii3’  There  was  also  a  good  deal  of  controversy  concerning 
3388,  3414, ’3415!  recent  changes  in  rates,  as  to  whether  the  general  move- 
Knapp,41i39-i5i!  ment  of  rates  has  been  upward  or  downward  during  the 
period  beginning  with  January  1,  1900,  when  certain 
28i,  286, 287,  302;  changes  in  classification  were  made.  I  his  question  re- 
794,  ss^  Mr/rut-  quires  consideration  in  this  report.  The  testimony  includes 
S6;  CT^fa5,inoo:  numerous  illustrations  of  specific  rates  which  have  been 

Mr.  Hines,  1032,  1  .c 

1041,  1042,  1043,  advanced  and  at  least  equally  numerous  examples  ot  those 
1055’,  lose!  loss!  which  have  been  reduced.  It  is  obviously  impracticable, 
1139  mi’  ii42  however,  owing  to  the  great  multitude  of  separate  serv- 
1143!  1162!  ii63!  ices  rendered  by  the  railways,  to  derive  a  satisfactory 
3744,’  3770’;  Mr!  conclusion  as  to  the  general  tendency  of  rates  from  exam- 
£jyc°in,  i22i,  p[es  0j-*  increases  or  reductions  in  specific  charges.  Some- 
1270;  Mr.  Fink-  thing  in  the  nature  ot  a  general  average  is  necessary.  I  he 
Peck,  1345;  Mr!  common  measure  of  railway  service  in  the  transportation 
of  freight  is  the  ton-mile  unit. 

Hill,  1473,  14/9, 

1493, 1520:  Mr.  Harris,  1535,  Mr.  Nevitt,  1551:  Mr.  Mever,  1-555, 1557, 1560,  1588,  1612,1616;  Mr. 

Mining.  1691:  Mr.  Bacon,  1793,  1796,  1891,  1892,  2962;  Mr.  Aiken.  1822;  Mr.  Acworth,  1853, 

1857,  1859,  1860,  1868;  Mr.  Higbie,  1886;  Mr.  Ramsey,  1954,  1955,  1956;  Mr.  Cummins,  2035, 

2101;  Mr.  Ripley,  2311,  2312,  2314,  2315,  2335;  Mr.  Robinson,  2427;  Mr.  Tnurber,  2509,  2712; 

Mr.  Cabot,  2747;  Mr.  Bradley.  2833,  2835;  Mr.  Kruttschnitt,  3085,  3097;  Mr.  Thompson, 

3123,3125,  3276;  Mr.  Fifer,  3359,  3360:  Mr.  Martin,  3473;  Mr.  Newcomb.  3492,  3540,  3-541, 

3547,  3549,  3550,  3551,  3553,  3563,  3566,  3594;  Mr.  Spencer,  3621;  Mr.  Willcox,  3628,  3632, 

3633,  3634. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


77 


The  number  of  tons  carried  one  mile  over  the  railways  Mr.  cowan,  72, 
of  the  United  States  during  a  given  year  is  the  equivalent  Tuttle, 349&;  Mr! 
of  the  total  number  of  tons  carried  of  all  kinds  of  freight  3744es’Mr5’  "Lin- 
multiplied  by  the  average  distance  transported.  Dividing  coin,  122!,  1222; 
this  aggregate  into  the  total  amount  received  for  freight  Mr!  mpSy,  mi- 
services,  a  quotient  is  obtained  which  is  the  average  amount 
received  for  carrying  a  typical  ton  o±  freight  one  mile,  cox,  3634. 

It  is  obvious,  however,  that  the  unit  might  fluctuate  con¬ 
siderably  in  character,  owing  to  variations  in  the  propor¬ 
tion  to  the  aggregate  tonnage  of  shipments  of  high  and 
low  class  freight,  respectively,  or  withbut  such  variation 
from  changes  in  the  geographical  distribution  of  the  vol¬ 
ume  of  shipments.  Thus,  if  freight  of  the  higher  grades 
should  increase,  proportionately  to  the  total  movement, 
much  more  rapidly  than  low-grade  freight  the  quality  of 
the  ton  mile  unit  would  become  higher  and  an  increase  in 
the  receipts  per  ton  per  mile,  other  factors  remaining 
unchanged,  would  result. 

Again,  if  the  volume  of  movement  east  of  the  Missis¬ 
sippi  river,  where  the  rates  are  upon  the  average  lower 
than  in  the  region  west  of  that  river,  should  grow  rela¬ 
tively  faster  than  in  the  rest  of  the  country,  the  average 
receipts  per  ton  per  mile  would  show  a  decrease  which 
would  not  represent  a  genuine  change  in  the  general  level 
of  charges.  Changes  of  this  general  character,  and  in 
both  directions,  are  going  on  at  all  times. 

The  only  testimony  on  this  point  before  the  committee 
is  to  the  effect  that  since  1899  traffic  of  the  higher  grades 
has  increased  more  rapidly  than  that  of  lower  grades, 
and  that  the  proportionate  increase  in  volume  has  been 
greater  in  the  regions  where  normal  rates  are  higher. 

Available  evidence  upon  this  point  is  not  extensive.  It  is, 
however,  sufficient  at  least  to  warrant  the  statement  that 
comparisons  between  the  average  ton-mile  revenue  for  the 
railways  of  the  United  States  during  the  years  1899  and 
1904  affords  a  maximum  measure  of  the  increase  in  aver¬ 
age  money  rates. 

The  change  was  from  7.24  mills  in  1899  to  7.80  mills  in 
1904,  or  7. 73  per  cent.  It  may,  therefore,  be  regarded  as 
certain  that  during  the  period  in  question  the  general  level 
of  railway  rates,  expressed  in  money,  has  not  increased 
more  than  7.73  per  cent. 

Several  witnesses  urged  that  no  sound  conclusion  con-  x 08 r^i 3°m r ’ 
cerning  the  movement  of  rates  during  the  last  decade  can  302’;  mV.  Mora- 
be  reached  without  giving  consideration  to  the  contempo-  Sines,  1042;  Mr! 
raneous  change  in  the  value  of  money.  The}’ urge  that  1^;^  Mr 
since  1893  the  purchasing  powrer  of  the  money  in  which  Hadley,  1886;  Mr! 
payment  for  railway  services  is  made  has  very  materially  M?.leyThurb3er,: 
declined,  and  that  if  the  apparent  advance  in  railway  rates  2^09;  Mr.Krutts- 
is  less  than  the  real  decrease  in  the  value  of  money,  it  is  Mr.  Thompson, 
not  only  improper  to  say  that  there  has  been  any  advance  in  3473:  ^m'^ncw- 
rates  at.  all,  but  that  the  difference  indicates  a  real  decrease.  comb< 3563- 
It  is  undoubtedly  true  that  the  prices  of  material  and  labor, 
which  form  so  large  a  part  of  the  expenditure  of  railways, 
have  increased  during  the  years  under  review,  a  fact  which 


78 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


should  he  taken  into  consideration  when  undertaking  to 
judge  of  the  propriety  of  any'  movement  in  railway  rates. 

Complaints  of  discrimination. — There  is  much  testi¬ 
mony  to  the  effect  that  formal  discrimination  in  railway 
schedules  are  necessary  in  order  to  adjust  tariffs  to  the 
varying  commercial  necessities  of  communities  and  indus¬ 
tries.  From  one  point  of  view  every  difference  in  rates 
is  a  discrimination,  from  another  and  equally  valid  stand¬ 
point  any  departure  from  the  commonly  accepted  stand¬ 
ards  of  weight  and  measure  may  constitute  a  discrimina¬ 
tion.  It  is  not  possible  to  conceive  a  scheme  of  rate¬ 
making  which  does  not  discriminate  or  produce  what  may 
be  regarded  as  discriminatory7  results.  It  is,  therefore, 
not  discrimination  but  unjust  discrimination  to  which 
objection  may  properly  be  raised. 

Two  classes  of  rate  discrimination  are  recognized  bv  the 
Interstate  Commerce  law.  These  are: 

Sections  2  and  A.  Discrimination  accomplished  bv  means  of  deviations  from  the 
6and  the  Elkins published  schedule  of  rates. 

Sections  3  and  B.  Discrimination  which  accords  a  preference  or  advantage  to  “any 
4  and  the  Elkins  particular  person,  company,  firm,  corporation,  or  locality,  or  any  par- 
law'  ticular  description  of  traffic.” 

An  examination  of  these  classes  shows  that  an}T  dis¬ 
crimination  which  is  within  the  terms  of  Class  A  must  also 
be  within  the  terms  of  Class  B,  but  there  may  be  discrimi¬ 
nation  of  the  latter  class  which  is  not  within  the  former. 
The  law,  however,  not  only  prohibits  every  discrimination 
of  Class  A  but  goes  further  and  forbids  every  deviation 
6  of  thenorigfna1  ^rom  the  published  schedules  whether  discriminatory  or 
law,  and  section  otherwise.  In  effect  it  makes  a  departure  from  the  pub- 
law.  lished  schedule  of  rates  conclusive  evidence  not  onl}7  of 

discrimination  but  of  unjust  discrimination. 

Under  the  second  class  of  discriminations  the  law  recog¬ 
nizes  (a)  those  which  are  just  and  (b)  those  which  are  unjust, 
and  in  recognizing  that  discrimination  must  create  uprefer- 
ence  and  advantage’'  it  prohibits  only  those  preferences 
or  advantages  which  are  44  undue  or  unreasonable,”  and, 
therefore,  subject  some  44  particular  person,  company, 
firm,  corporation,  or  locality,  or  any  particular  description 
of  traffic  to  any  undue  or  unreasonable  prejudice  or  disad¬ 
vantage.”  The  discriminations  thus  prohibited  which  are 
not  forbidden  as  departures  from  the  schedules  are  those 
which  are  to  be  found  in  the  published  tariffs.  The  law, 
therefore,  prohibits — 

First.  All  rates  not  found  in  the  tariffs. 

Second.  All  unjust  rates  to  be  found  in  the  tariffs. 

Deviations  from  the  schedules. — Without  belittling  in 
any  degree  the  wrongs  that  may  result  to  individuals 
from  rebates  and  other  secret  discriminations  among  ship¬ 
pers,  the  attempt  has  already  been  made  in  this  report  to 
emphasize  the  fact  that  such  practices  deprive  the  initial 
step  in  regulation  of  its  efficacy.  For  this  reason,  ignor¬ 
ing  the  fact  that  secret  rates  may  be  available  equally  to 
all,  the  law  makes  proof  of  any  departure  from  the  tariff 
rate  conclusive  evidence  of  injustice  and  punishes  with 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


79 


severe  penalties  those  who  supply  or  accept  transportation 
at  any  other  than  the  legally  published  rates.  The  history 
of  legislative  attempts  to  secure  the  observance  of  the 
published  tariffs  has  already  been  given.  It  remains  to 
discuss  the  present  efficacy  of  this  legislation. 

With  very  few  exceptions  the  witnesses  before  the  com-  n^^f^cjowa2^’ 
mittee  declared  that  u rebates”  have  either  wholly  ceased Mr. kack^n- 
or  are  much  less  frequent  than  formerly.  It  was  urged  smith, '236,’ 231  • 
that  the  laws  which  prohibit  deviations  from  the  tariff  in  ^  849^850^?! 
this  form  are  as  successfully  enforced  as  those  against  mo: 

other  crimes  or  misdemeanors.  Those  who  dissented  Mr.Lmcoin,  1293! 
from  this  view  appear  to  have  based  their  dissent  mainly  pe9ck.  1300;  Mr! 
upon  the  suggestion  that  if  the  cruder  forms  of  rebat- gnanAmi;  Mr. 
ing  have  disappeared,  more  subtle  methods  of  obtaining  mil,  1516;  Mr! 
the  same  result  have  been  substituted.  Even  these  wit-  Garvin,' mb  Mr! 
nesses,  however,  do  not  appear  to  hold  that  concessions  ^odgett, ^639, 
from  the  tariffs,  however  accomplished,  areas  numerous  i652;  Mr.  pmi- 
as  prior  to  the  adoption  of  the  present  law,  and  there  is  1rison76mi;'<Mr! 
almost  universal  agreement  that  since  the  adoption  of  the  FinkVme,  1832; 
Elkins  law,  on  February  19,  1903,  their  prevalence  has  Mr!  Ramsey,  1973; 
been  very  greatly  reduced.  With  some  force  it  is  con-  Mr!  Lecumm?ns,: 
tended,  however,  that  the  deplorable  consequences  of  these  2053,  2om_;_  Mr! 
evils  are  not  in  any  way  proportioned  to  the  frequency  of  coopef •  2167-  Mr! 
the  concessions,,  but  that,  if  they  are  made  at  all  with  re-  gKeh217°m5; 
gard  to  any  particular  class  of  traffic,  they  are  most  harm-  Mr.  cgrie^isi; 
f ul  when  the  greatest  number  among  the  competing  ship-  21&;  Mr.c  Kerr! 
pers  are  compelled  to  pay  full  tariff  rates.  221k, SmMr* 

Bifd,  2252,  2253,  2284;  Mr.  Jennings,  2304;  Mr.  Woodworth,  2360;  Mr.  Piper,  2362;  Mr. 

Robinson,  2432,  2433,  2434,  2492;  Mr.  Tolerton,  2o23;  Mr.  Smith,  2830;  Mr.  Shaffield,  2831; 

Mr.  Bradley,  2836;  Mr.  Davis,  2839;  ,Mr.  Prouty,  2912;  Mr.  Bacon,  2942;  Mr.  Miller,  3061, 

3062;  Mr.  Topping,  3063;  Mr.  Hearrie,  3070;  Mr.  Garv,  3075,  3079;  Mr.  Brown,  3269;  Mr. 

Elliott,  3278;  Mr.  Koch,  3322;  Mr.  Fifer,  3329,  3352;  Mr.  Davies,  3466,  3467,  3470;  Mr.  New¬ 
comb,  3569,  3570;  Mr.  Magee,  3603;  Mr.  Spencer,  3620;  Mr.  Hines,  3773. 

Whatever  may  be  the  conclusion  upon  this  point,  it  is  y^ng  S 
necessary  here  to  state  that  there  is  a  good  deal  in  the  tes-  Mr.  Knapp,’  3296 
timony  to  indicate  that  since  1903  secret  departures  from  3233.  clements 
the  tariffs  have  been  accomplished  b}r  means  which  were 
not  so  commonly  practiced  prior  to  that  year. 

Private  cars. — Although  the  subject  of  cars  owned  by  mlfmi? sot, sol1; 
corporations  other  than  railway  companies  and  used  by  Mr.  waxeibaum,’ 
the  latter  under  contracts  for  the  payment  of  rental  after-  Ferguson^  311  et 
wards  assumed  broader  scope,  it  appears  to  have  been  M?;Mid7g9eiey,776; 
brought  into  the  present  inquiry  in  view  of  the  contention  Mr.  M°rawetz,’ 
that  the  contracts  under  which  these  cars  are  used  may  be  94s!  954/955,  956’, 
made  the  means  of  secret  concessions  from  the  tariff  rates  coin96i:28ir‘  m3" 
which  ought  to  be  paid  on  the  goods  shipped  by  their  1285,’  128a,’  1292! 
owners.  Many  of  these  cars  are  owned  by  firms  or  cor-  miand,  1332, 1334! 
porations  which  are  largely  engaged,  as  shippers,  in  inter- 
state  commerce.  Under  these  circumstances,  it  is  obvious  1504;  Mr  wining,’ 
that  whether  the  cars  are  exclusively  used  for  the  goods  sey/  1979,  lSoi 
of  their  owners  or  otherwise,  the  rental  contracts  may  be^-s  ^070  CMr’ 
made  the  means  of  payments  that  are  in  the  nature  of  Fordyce,  ’2207; 

t  j  1  J  Mr.  Bird,  2279, 

rebates.  2280,  2282,  2283, 

2295;  Mr.  Robbins,  2366  etseq.;  Mr.Thurber,  2511;  Mr.  Barrett,  2501,  2502;  Mr.  Meade,  2584; 

Mr.  Wilbert,  2680,  2683;  Mr.  Call,  2686,  2687,  2690,  2701,  2702;  Mr.  Brown,  2738,  2739;  Mr. 

Davis,  2837,  2838,  2839,  2840;  Mr.  Egan,  2841,  2842,  2843;  Mr.  Travis,  2844;  Mr.  Bowes,  2846; 

Mr.  Pancke,  2854,  2855;  Mr.  Gleason,  2856,  2857,  2858,  2859;  Mr.  Kruttschnitt,  3100,  3101, 

3114;  Mr.  Brown,  3140;  Mr.  Clements,  3230,  3231;  Mr.  Koch,  3270;  Mr.  Elliott,  3279;  Mr. 

Knapp,  3295;  Mr.  Stevens,  3310,  3317,  3318;  Mr.  Cockrell,  3376;  Mr.  Davies,  3465;  Mr. 

Urion,  3652  et  seq.;  Mr.  Powell,  3711,  3713,  3715. 


80 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Morawetz, 
847,866;  Mr.  Tut¬ 
tle,  946,  951,  959; 
Mr.  Hiland,  1340; 
Mr.  Bond,  1413, 
1420;  Mr.  Hill, 
1524;  Mr.  Gard¬ 
ner,  1629,  1632, 
1633,  1624;  Mr. 

Vining,  1706, 
1707;  Mr.  Stick- 
ney,  2123;  Mr. 
Robinson,  2494, 
2495,  2496;  Mr. 
Thurber,  2511; 
Mr.  Bacon,  2636; 
Mr.  Prouty,  2912; 
Mr.  Tuckett, 
3064;  Mr.  Gary, 
3075,  3076,  3077; 
Mr.  Elliott,  3279; 
Mr.  Cowan,  3385. 


Mr.  Clements, 
3231. 


This  might  be  accomplished  either  through  agreements 
to  pay  excessive  rental  or,  the  payment  usually  being  upon 
a  mileage  basis,  by  expediting  the  movement  of  the  cars 
or  arbitrarily  paying  for  more  mileage  than  was  actually 
traversed.  The  contention  that  either  of  these,  methods 
is  commonly  followed  finds  little  support  in  the  testimony, 
and,  while  there  is  a  great  deal  concerning  the  operations 
of  the  private  car  lines,  it  is  only  on  the  assumption  that 
they  have  been  made  a  means  of  supplying  or  obtaining 
transportation  at  less  than  the  published  rates  that  such 
testimony  is  to  be  considered  at  this  point. 

“ Industrial  ”  railways. — In  some  lines  of  production, 
notably  in  the  lumber  industry,  it  has  been  necessary  to 
build  railway  lines  of  greater  or  less  extent  for  the  espe¬ 
cial  service  of  the  industry  and  often  with  no  original 
intention  of  making  them  common  carriers  for  hire.  The 
owners  of  some  large  manufacturing  plants  have  also 
found  it  to  theii  advantage  to  construct,  at  their  own  ex¬ 
pense,  sidetracks  and  switching  systems  leading  to  their 
various  establishments.  It  is  not  uncommon,  under  such 
circumstances,  for  the  railways  connecting  with  these 
“industrial  ”  roads  to  make  allowances  from  the  through 
rates  to  companies  for  the  services  performed  by  these 
proprietary  railroads.  It  is  sufficiently  clear  that  this 
practice  may  be  perfectly  legitimate,  but,  on  the  other 
hand,  there  is  no  doubt  that  it  may  be  made  a  cover  for 
illegitimate  departures  from  the  published  rates. 

If  the  allowance  is  excessive  in- a  particular  case,  and 
only  a  reasonable  allowance  or  no  allowance  at  all  is  made 
to  a  competing  shipper,  it  is  very  clear  that  the  first  obtains 
a  consequent  advantage  which  is.  beyond  that  contemplated 
by  the  law.  There  are  allegations  in  the  testimony  that  a 
good  many  excessive  allowances  of  this  sort  have  been 
made  since  1903,  and  that  the  practice  is  becoming  more 
frequent.  Other  devices  referred  to  are  the  allowance  of 
excessive  amounts  for  elevator  or  other  terminal  services 
and  the  free  transportation  of  shippers  or  other  persons 
at  the  shipper’s  request. 

Discriminations  within  the  published  tariff. — The  testi¬ 
mony  contains  many  complaints  of  alleged  unjust  discrim¬ 
ination  other  than  of  that  secret  and  universally  condemned 
form  of  unjust  discrimination  which  is  accomplished  by 
means  of  failures  to  charge  the  full  schedule  rates.  Com¬ 
plaints  of  improper  adjustments  within  the  rate  schedule  are 
of  two  general  classes.  They  may  call  in  question  (first) 
the  relations  among  rates  established  for  the  services  of  a 
single  carrying  corporation  or  line"  or  (second)  the  rela¬ 
tions  among  rates  for  services  of  different  corporations 
or  lines. 

Most  of  the  complaints  can  be  brought  within  the  first 
class,  but  some  of  the  most  difficult  and  perplexing  fall 


«The  word  “line”  is  used  in  this  sentence  in  the  same  sense  as  in 
Section  6  of  the  Act  to  regulate  commerce,  as  referring  to  “routes 
operated  by  more  than  one  carrier.” 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


81 


within  the  second.  The  Eau  Claire  case  is  a  frequently 
cited  illustration  of  the  latter  class.  In  this  case  the  Com¬ 
mission  found  that  the  adjustment  of  lumber  rates  as 
between  Eau  Claire,  on  the  one  hand,  and  La  Crosse  and 
Winona,  on  the  other,  was  unjust  to  Eau  Claire,  but  it 
appeared  that  the  rates  at  both  Winona  and  La  Crosse 
were  controlled  by  railways  which  did  not  “  run  to  Eau 
Claire  or  engage,  even  indirectly,  in  the  transportation  of 
lumber  from  that  point.”  Consequently,  it  was  impossible 
to  include  these  carriers  in  an  order  based  upon  discrimi¬ 
nation  prejudicial  to  a  point  they  did  not  serve,  although 
if  they  were  omitted  they  might  so  modify  the  existing 
charges  from  the  towns  the}7  did  reach  as  to  nullify  any 
possible  order.  And  that  is  precisely  what  happened. 

The  complaint  of  Eau  Claire  being  directed  not  against 
the  rate,  in  itself,  charged  from  that  town,  but  against  the 
difference  between  that  rate  and  other  rates,  the  tentative 
reduction  made  at  Eau  Claire,  in  the  effort  to  comply  with 
the  Commission’s  order,  was  met  by  corresponding  reduc¬ 
tions  at  the  other  points,  which  deprived  them  of  any  real 
effect.  The  language  used  by  the  Commission  in  deciding 
this  case  may  throw  light  upon  the  inherent  difficulty  of 
devising  a  legal  method  of  dealing  with  other  complaints 
of  similar  scope.  The  Commission  said  in  part: 


4  Inter.  Com. 
Rep.,  (55. 

Mr.  Bird,  2258. 


None  of  the  roads  so  brought  into  the  case  run  into  Eau  Claire  or 
engage,  even  indirectly,  in  the  transportation  of  lumber  from  that 
point.  Of  what  offense  against  that  town  can  they  be  legally  guilty? 
It  would  be  quite  absurd  to  charge  a  railroad  with  giving  preference 
or  advantage  to  a  community  which  it  does  not  serve,  and  it  is  equally 
illogical  to  say  that  it  can  prejudice  or  discriminate  against  such  a  com¬ 
munity.  All  these  terms  imply  comparison,  and  the  basis  of  compari¬ 
son  is  wanting  unless  the  rates  compared  are  made  by  the  same  carrier. 


It  is  cases  of  this  sort  that  bring  into  notice  the  impor¬ 
tance  of  relative  rates. 

Materials  and  their  product*.  — A  great  deal  of  industrial 
importance  attaches  to  the  relation  between  the  rates 
charged  for  carrying  materials  and  for  moving  their  prod¬ 
ucts.  Thus,  if  flour  moves  a  great  deal  more  cheaply  than 
wheat  it  will  be  manufactured  as  near  as  practicable  to  the 
wheat  fields,  while  if  wheat  is  given  a  low  rate  and  flour  a 
relatively  high  rate,  the  tendency  will  be  to  grind  wheat 
into  flour  as  near  as  possible  to  the  point  of  consumption. 
Similar  relations  exist  between  the  rates  applied  to  corn 
and  corn  meal,  iron  ore  and  pig  iron,  pig  iron  and  steel 
billets,  logs  and  lumber,  cattle  and  dressed  meats,  and 
many  other  articles.  Frequent  reference  to  controversies 
growing  out  of  these  relations  are  to  be  found  in  the  testi¬ 
mony,  thus  bringing  again  into  prominence  the  question 
of  relative  rates. 

Foreign  trade  v.  Domestic  trade. — Some  of  the  earliest 
cases  brought  to  the  attention  of  the  Interstate  Commerce 
Commission  grew  out  of  differences  in  the  rates  charged 
for  traffic  coming  from  a  foreign  country  or  intended  for 
export  and  wholly  domestic  traffic  moved  between  the 
same  points.  Thus,  in  Boston  Chamber  of  Commerce  v. 

S.  Doc.  244,  59-1 - 6 


Mr.  Cummins, 
2040,  2041,  2079, 
2093;  Mr.  Proutv. 
2876. 


Mr.  Bacon,  19, 
20,  21,  1894,  1900, 
1901,  1904,  1905; 
Mr.  Hooker,  137; 
Mr.  Fish,  304;  Mr. 
Lincoln,  1231:  Mr. 
Hill,  1475,  1476, 
1498,  1510,  1511, 
1518,  1596;  Mr. 

Meyer,  1587, 1599, 


82 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


1625;  Mr.  Harris, 
1646;  Mr.  Biddle, 
1661;  Mr.  Ram¬ 
sey,  1967;  Mr. 
Cooper,  2164,2165; 
Mr.Bird,2265;Mr. 
Prouty,  2884;  Mr. 
Clements,  3008, 
3233,  3234;  Mr. 
Knapp,  3294,3295; 
Mr.  Fifer,  3349, 
3350;  Mr.  Davies, 
3468. 

1  Inter.  Com. 
Rep.,  754. 


2  Inter.  Com. 
Rep.,  553. 


3  Inter.  Com. 
Rep.,  418. 


Appendix  V. 


Lake  Shore  and  Michigan  Southern  it  was  contended,  inter 
cilia ,  that  the  rates  on  traffic  exported  through  the  port 
of  Boston  being  lower  than  those  on  similar  traffic  from 
the  same  points  of  origin  to  Boston,  but  for  local  use, 44  the 
fact  of  such  lower  rates”  constituted  44 a  strong  argument 
that  the  eastbound  Boston  local  rates  are  unjust  and  should 
be  reduced  to  the  export  rates. "  The  legality  of  the  export 
rates,  as  such,  was  not,  however,  in  question  in  this  litiga¬ 
tion.  The  Commission  dismissed  the  complaint,  refusing 
to  hold  that  the  difference  between  export  and  domestic 
rates  was  conclusive  evidence  of  the  illegality  of  the  latter. 
In  New  York  Produce  Exchange  v.  New  York  Central 
and  Hudson  River  Railroad  the  Commission  discussed  the 
general  relations  which  should  exist  between  export  and 
domestic  rates  and  condemned  a  particular  discrimination 
in  favor  of  the  former,  but  declared  that — 

Peculiar  circumstances  may  exist  at  some  port  why  domestic  dealers 
there  as  well  as  exporters  may  acquiesce  in  a  concession  to  exports  not 
at  the  same  time  given  to  the  strictly  domestic  rate. 


Differences  in  favor  of  imported  traffic  as  against  traffic 
of  domestic  origin  were,  however,  condemned  by  the 
Commission  in  its  general  order  of  March  23,  1889.  and 
bv  its  decision  in  New  York  Board  of  Trade  and  Transpor¬ 
tation  v.  Pennsylvania  Railroad  et  al.  Similar  contro¬ 
versies  in  regard  to  both  export  and  import  rates,  particu¬ 
larly  the  latter,  were  referred  to  by  several  witnesses. 
Briefly,  the  contention  of  those  who  held  that  the  inland 
rates  should  be  the  same  for  foreign  as  for  domestic  com¬ 
merce  argue  that  any  other  rule  discriminates  unjustly 
against  either  domestic  consumers  or  producers  and  in 
favor  of  residents  of  foreign  countries.  With  regard  to 
import  traffic,  the  further  contention  is  raised  that  these 
discriminations  wholly  or  partly  nullify  the  protective 
character  of  customs  duties. 

The  argument  used  in  the  effort  to  justify  these  differ¬ 
ences  is  that  they  in  no  wav  affect  the  actual  rates  at 
which  such  traffic  is  carried  between  inland  points  and 
foreign  points  of  origin  or  destination,  but  merely  equalize 
the  rates  via  the  different  routes.  Certain  carriers  con¬ 
tend  that  they  have  no  control  over  the  through  rates, 
these  being  fixed  by  rival  routes,  and  that  they  have 
merely  the  alternative  of  meeting  these  rates  or  seeing 
the  ports  which  they  serve  closed  to  the  traffic  in  question. 
Others  claim  that  their  lines  serve  no  domestic  producers 
of  the  same  articles,  and  that  hence  there  is  no  unjust 
discrimination  upon  their  part,  and  that  the  low  rates  are 
necessary  to  induce  ships  to  come  to  the  ports  which  they 
serve  and  to  enable  them  to  build  up  traffic  in  outward- 
bound  goods.  An  appendix  to  this  report  contains  all  the 
data  in  regard  to  the  rates  on  import  traffic  carried  at  less 
than  inland  rates  and  the  extent  of  its  movement  which 
it  has  been  practicable  to  collect.  This  class  of  cases, 
whether  regarded  from  the  point  of  view  of  the  importer. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


83 


the  exporter,  or  the  domestic  trader,  affords  yet  another 
illustration  of  a  rate  reasonable  or  unreasonable  by  virtue 
of  its  relation  to  other  rates  rather  than  because  of  any 
fact  that  pertains  to  the  rate  considered  by  itself. 

Long  and  short  hauls. — -The  question  whether  rates  are 
adjusted  so  as  unduly  to  favor  long-distance  traffic  and 
thus  to  discriminate  unfairly  against  local  and  short- 
distance  freight  is  much  broader  than  that  phase  of  it 
which  relates  solely  to  the  case  in  which  the  shorter  dis¬ 
tance  is  wholly  within  the  longer  distance.  Complaints 
alleging  undue  favor  for  long-distance  traffic  are  fre¬ 
quent^  to  be  found  in  the  testimony.  One  witness  takes 
the  extreme  ground  that  rates  ought  to  be  proportioned 
to  distance,  while  many  of  those  who  desire  the  delegation 
of  rate-making  power  to  be  exercised  in  a  quasi-legislative 
manner  contend  that  the  element  of  distance  should  receive 
greater  weight  than  it  is  commonly  accorded.  On  the  other 
hand,  supporters  of  such  legislation  quite  -generally  con¬ 
demn  the  44  mileage  basis,”  and  some  declare  that  its  appli¬ 
cation  would  be  1,4 destructive.” 

Those  who  believe  that  long-distance  traffic  is  unduly 
favored  allege  that  it  results  in  44 economic  waste”  and 
better  industrial  methods  would  secure  to  each  producing 
community  a  larger  share  in  the  business  of  the  near-by 
markets  while  somewhat  restricting  its  access  to  those 
farther  away.  They  contend  that  the  amount  of  long-dis¬ 
tance  business  neither  reduces  the  prices  of  commodities 
nor  increases  their  consumption,  but  merely  leads  to  a 
wider  distribution  of  the  products  of  particular  regions 
without  increasing  their  sales  and  at  the  expense  of  other 
regions.  The  extreme  contention,  on  the  other  hand,  is 
that  the  best  results  are  attained  when  the  largest  practica¬ 
ble  number  of  producers  is  given  access  on  substantially 
equal  terms  to  each  market,  and  that  the  competition  thus 
created  does  result  in  better  methods  of  production,  lower 
prices,  and  consequently  increased  consumption.  They 
contend  also  that  the  acceptance  of  long-distance  traffic  at 
relatively  low  rates  does  not  in  any  degree  increase  the 
burden  upon  short-distance  traffic,  but  that  if  something  is 
secured  from  the  former  class  beyond  the  expense  of 
handling  it  there  is  a  contribution  to  fixed  charges  which 
reduces  the  amount  that  must  be  raised  from  local  business. 

Far  the  greater  number  of  complaints  of  this  sort  pre¬ 
sented  to  the  Interstate  Commerce  Commission  have  related 
to  instances  in  which  the  shorter  distance  is  included  in 
the  longer  distance.  It  is  unquestionably  difficult  for  the 
residents  of  any  community  to  understand  that  there  can 
be  a  sufficient  reason  for  higher  charges  upon  traffic 
received  by  them  than  for  the  same  articles  originating  at 
the  same  point,  carried  over  the  same  line,  through  their 
own  town,  to  a  more  distant  destination.  Particular  allu¬ 
sion  is  found  in  the  testimony  to  complaints  of  this  char¬ 
acter  on  the  part  of  the  cities  of  Spokane  and  Denver.  In 


Mr.  Baylor, 
3324,3325. 

Mr.  Cummins, 
2100;  Mr.  Ripley, 
2313;  Mr.  Knapp, 
3298. 


Mr.  Fish,  294, 
295;  Mr.  Tuttle, 
936;  Mr.  Hines, 
1070,  1072;  Mr. 

Hiland,  1319;  Mr. 
Bird,  2268. 


Mr.  Staples,  31, 
34;  Mr.  Burr,  48, 
49:  Mr.  Cowan, 
113;  Mr.  Mora- 
wetz,823,845;  Mr. 
Tuttle,  919,  921, 
978;  Mr.  Hines, 
971,  1069,  1071, 

1074,  1107,  1109, 
3779;  Mr.  Lin¬ 
coln,  1241;  Mr. 
Phillips,  1761, 
1762;  Mr.  Aiken, 
1816,  1817,  1820, 
1821;  Mr.  Smith, 
1835,  1836;  Mr. 

Aeworth,  1850, 
1851;  Mr.  Boat- 


84 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


jopfinViS Mr '^e^ense  adjustments  of  this  sort  it  is  urged  that  the 
Cummins,  2088;  lower  rates  to  more  distant  points  are  established  in  the 
229i;  Mr.  Ripiey,  face  of  conditions  which  leave  to  the  carriers  no  alterna¬ 
te27-  2330.  2352;  {-jve  £0  theii*  acceptance  other  than  the  complete  abandon- 
3227,  3228,  3233;  men t  ot  the  long-distance  tramc. 

Mr.  Fifer.  3339,  ” 

3340;  Mr.  Knapp,  3294,3307;  Mr.  Withers,  3438,  3444;  Mr.  Willcox,  3651;  Mr.  Tuttle,  918, 

921;  Mr.  Hines,  1071,  1100,  1107;  Mr.  Lincoln,  1241;  Mr.  Vining,  1683,  1684,  1685,  1686,  1687; 

Mr.  Bacon,  1808;  Mr.  Ripley,  2337;  Mr.  Adams,  2913,  2917:  Mr.  Hover,  3254,  3258,  3260.  3261, 

3262:  Mr.  Elliott,  3283,  3284,  3286.  3288;  Mr.  Fifer,  3335,  3336. 


It  is  suggested  by  those  who  defend  these  adjustments 
that  the  rates  to  the  intermediate  points  are  in  themselves 
reasonable,  and  as  low,  if  not  lower,  than  they  could  be 
made  if  the  carriers  withdrew  entirely  from  the  transpor¬ 
tation  to  the  more  distant  points.  Usually  the  conditions 
alleged  to  require  the  lower  rates  for  the  longer  hauls  are 
the  result  of  competition  by  other  carriers  which  compete 
for  business  between  the  same  points.  These  may  be  car¬ 
riers  not  subject  to  the  Interstate  Commerce  law,  as,  for 
instance,  those  operating  over  water  routes  or  in  adjacent 
foreign  countries,  or  circuitous  routes  which  are  subject 
to  the  law.  Another  kind  of  competition,  which  has  been 
urged  in  defense  of  a  similar  adjustment,  is  that  of  inde¬ 
pendent  sources  of  supply  which  are  available  to  the  longer- 
distance  points,  but  are  not  so  strongly  competitive  at  the 
intermediate  points. 


CONSTITUTIONAL  AND  LEGAL  PRINCIPLES. 


The  divergence  of  views  entertained  by  witnesses  upon 
fundamental  questions  of  industrial  organization  are  no 
more  marked  than  is  the  divergence  of  views  entertained 
upon  constitutional  and  legal  questions,  which  will  now  be 
passed  in  review. 

Can  Congress  confer  tlxe  rate-making  power f — It  seems 
to  have  been  assumed  by  many  of  the  witnesses  that  the 
power  of  Congress  over  rates  and  the  ability  of  Congress 
to  delegate  that  power  to  a  commission  is  beyond  the  realm 
of  reasonable  discussion,  but  a  review  of  the  testimony 
quickly  dispels  that  assumption.  The  views  entertained 
cover  a  wide  range  of  opinion,  and  seem  to  raise  consid¬ 
erable  uncertainty  as  to  the  character  of  the  powers 
bestowed  upon  Congress  by  the  Constitution.  The  testi¬ 
mony  upon  this  point  raises  four  distinct  questions,  all  of 
which  imply  a  certain  degree  of  limitation  upon  the  abil¬ 
ity  of  Congress  to  clothe  a  commission  with  the  rate¬ 
making  power. 

First.  The  counsel  of  the  Chicago,  Milwaukee  and  St. 
Paul  Railway  assumes  that  the  determination  of  a  rate  is 
equivalent  to  the  exercise  of  legislative  authority,  and 
claims  that  it  would  be  a  “flagrant  and  reckless  disregard 
of  fundamental  principles"  to  delegate  that  power,  and 
supports  this  opinion  by  a  quotation  from  Cooley's  Con¬ 
stitutional  Limitations,  a  quotation,  it  may  be  remarked 
in  passing,  which  is  repeated  by  quite  a  number  of  other 
witnesses: 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


85 


One  of  the  settled  maxims  in  constitutional  law  is  that  the  power 
conferred  upon  the  legislature  to  make  laws  can  not  be  delegated  by 
that  department  to  any  other  body  or  authority.  Where  the  sover¬ 
eign  power  of  the  State  has  located  the  authority,  there  it  must 
remain,  and  by  the  constitutional  agency  alone  the  laws  must  be 
made  until  the  constitution  itself  is  changed.  The  power  to  whose 
judgment,  wisdom,*  and  patriotism  this  high  prerogative  has  been 
intrusted  can  not  relieve  itself  of  the- responsibility  by  choosing  other 
agencies  upon  which  the  power  shall  be  devolved,  nor  can  it  substi¬ 
tute  the  judgment,  wisdom,  and  patriotism  of  any  other  body  for 
those  to  which  alone  the  people  have  seen  tit  to  confide  this  sovereign 
trust. 

The  witness  continues: 

This  being  the  fundamental  rule  as  to  the  States  in  general  which 
have  inherent  power,  much  more  is  it  the  rule  as  to  Congress,  which  has 
received  the  power  from  the  States.  Congress,  holding  this  power  as 
the  agency  of  the  States,  can  not  pass  it  on  to  a  new  agency  of  its  own 
creation. 

Second.  The  President  of  the  Boston  and  Maine  Rail¬ 
road  draws  a  distinction  between  the  Federal  and  State 
commissions  as  follows: 

There  is  no  right  in  Congress  or  in  the  National  Government  to  regu 
late  the  railway  rates  of  the  country  because  they  have  eminent  do¬ 
main  or  because  the  owners  are  rich.  The  governments  of  the  States 
have  the  right  to  regulate  every  railroad  within  their  borders  as  to 
interstate  traffic,  because  they  have  given  the  charters  to  the  railroads, 
and  as  a  part  of  the  conditions  in  almost  every  instance  it  has  been 
provided  in  their  charters  that  the  child  of  the  State  should  be  sub¬ 
ject  to  the  general  future  government  of  that  State. 

I  think  there  is  no  record  of  a  case  where  the  National  Government, 
other  than  in  territory  owned  by  the  Government,  has  ever  under¬ 
taken  to  issue  a  charter  to  a  railroad,  either  interstate  or  intrastate; 
and  therefore  the  right  which  the  Government  has  over  the  railroad 
doe3  not  come,  in  my  judgment,  from  any  use  of  eminent  domain  or 
because  it  is  a  corporation,  but  because  the  Government  possesses, 
under  the  Constitution,  the  power  to  regulate  commerce  among  the 
States  and  with  foreign  nations  and  with  the  Indian  tribes,  and,  fur¬ 
ther,  because  it  possesses  an  efficient,  but  perhaps  indefinable,  police 
power  to  prevent  oppression  of  the  people  of  the  United  States  by 
anybody,  whether  it  be  a  railroad  corporation  poor  or  a  railroad  cor¬ 
poration  rich. 

Third.  A  third  point  of  view  is  submitted  by  the  coun¬ 
sel  of  the  Louisville  and  Nashville  Railroad,  who  rests  his 
conclusion  upon  the  assumption  that  there  is  no  differ¬ 
ence  between  the  grant  of  the  rate-making  power  by 
Congress  to  a  commission  and  the  grant  of  such  a  power  to 
a  coordinate  branch  of  the  Government.  He  quotes  the 
following  from  Mr.  Justice  Lamar: 

That  no  part  of  this  legislative  power  can  be  delegated  by  Congress 
to  any  other  department  of  the  Government,  executive  or  judicial,  is 
an  axiom  in  constitutional  lawr,  and  is  universally  recognized  as  a  prin¬ 
ciple  essential  to  the  integrity  and  maintenance  of  the  system  of  gov¬ 
ernment  ordained  by  the  Constitution.  The  legislative  power  must 
remain  in  the  organ  where  it  is  lodged  by  that  instrument. 

The  following  question  by  a  member  of  the  committee 
and  the  answer  thereto  by  the  witness  makes  clear  the 
interpretation  which  the  witness  placed  upon  the  language 
quoted : 

Senator  Fora ker.  *  *  *  The  question  is  now,  if  you  are  going 
to  apply  that  decision,  whether  or  not  delegating  this  power  to  a 
commission  is  the  same  as  delegating  it  to  a  coordinate  branch  of  the 
Government,  the  executive,  or  the  judicial.  In  other  words,  is  not 


4th  ed..  p.  141. 


Mr.  Peck,  1307. 
See  also  Mr. 
Nimmo,  154. 


Mr.  Tuttle,  909. 


143  U.  S.  697. 


244. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


8fi 


this  Commission  a  part  of  the  legislative  department  of  the  Govern 
ment?  Does  it  not  belong  to  the  legislative  department  instead  of  to 
either  of  the  other  departments? 

Col. Stone,  244.  Colonel  Stone.  From  a  constitutional  standpoint  I  think  there  is  no 
difference.  If  the  power  can  not  be  delegated  to  a  coordinate  branch 
of  the  Government,  it  can  not  be  delegated  to  a  subordinate  commis¬ 
sion  or  body. 

The  point  of  view  submitted  by  the  witness  is  also  of 
interest  because  it  draws  a  distinction  between  a  strictly 
legislative  power  which  can  not  be  delegated  and  the  exer¬ 
cise  of  an  administrative  power  for  which  Congress  may 

143  u. s.,  692.  lawfully  provide  by  specific  enactment,  the  authority  for 
this  distinction  being  found  in  the  case  of  Field  v.  Clark, 
where  the  question  at  issue  was  the  right  of  Congress  to 
bestow  upon  the  President  authority  to  suspend  the  opera¬ 
tions  of  the  Act  in  question  by  proclamation  after  the 
ascertainment  of  certain  facts. 


With  regard  to  the  language  of  Mr.  Justice  Brewer  in 
the  Maximum  Rate  case  (quoted  below),  to  the  effect  that 
Congress  might,  had  it  chosen,  have  conferred  the  power 
to  fix  a  rate  upoii  “  some  subordinate  tribunal."  the  witness 
asserts  “that  much  of  the  opinion  is  dictum,"  because — 

Col.  Stone,  245.  the  point  decided  was  as  to  what  Congress  had  done,  not  what  it 
could  do.  I  know  of  no  decision  of  the  Supreme  Court  saying  ex¬ 
pressly  that  this  power  can  be  conferred  constitutionally  by  Con¬ 


gress. 


See 

Bond, 


1378-138^  Fourth.  A  fourth  point  is  submitted  by  the.  counsel  of 
"  the  Atchison,  Topeka  and  Santa  Fe  Railway,  who,  while 
admitting  that  Congress  can  confer  the  power  of  determin¬ 
ing  a  maximum  rate  upon  a  commission,  yet  asserts  that 
Congress  can  not  pass  an  act  giving  to  a  commission 
general  discretionary  powers  over  rates.  His  language 
is  as  follows: 


Mr.  Morawetz,  No  qoui3t  Congress  can  by  law  prescribe  general  rules  for  the  regula¬ 
tion  of  the  charges  of  railway  companies.  For  example,  Congress  can 
(as  it  did  in  the  interstate  commerce  act)  prohibit  railway  companies 
from  charging  unreasonably  high  or  extortionate  rates  and  can  pro¬ 
hibit  them  from  discriminating  in  their  charges;  and  Congress  probably 
can  establish  a  commission  or  other  administrative  body  with  power 
to  carry  into  effect  such  general  rules,  including  power  to  make  orders 
determining  prima  facie  what  rates  are  unreasonably  high  or  discrimi¬ 
natory,  and  therefore  illegal  under  the  statute. 

Under  such  a  law  the  function  of  a  commission  would  be  merely 
administrative  in  carrying  out  the  declared  legislative  will  of  Congress 
to  prohibit  excessive  rates  or  unjustly  discriminatory  rates,  and  the 
Commission  itself  would  not  be  vested  with  the  legislative  power  of 
determining  according  to  its  own  arbitrary  will  or  ideas  of  policy  what 
rates  shall  be  charged  in  the  future.  Under  such  a  law  the  action  of 
the  Commission,  although  prima  facie  valid,  could  be  reviewed  and 
set  aside  by  the  courts,  and  the  carrier  could  not  be  deprived  by  the 
Commission  of  the  right  to  charge  any  rate  it  saw  fit* -.provided  it  t>e 
not  unreasonably  high  or  unjustly  discriminatory. 

It  would  be  going  a  step  further  to  hold  that  Congress  can  pass  an 
act  giving  to  a  commission  general  discretionary  power  to  fix  future 
rates  at  any  point  between  the  maximum  rates  that  would  be  reason¬ 
able  and  the  minimum  rates  that  would  be  unconstitutional.  As  will 
be  pointed  out  hereafter,  the  exercise  of  the  discretion  of  the  Commis¬ 
sion  in  such  a  case  would  not  be  subject  to  review  by  the  courts. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


87 


Such  a  delegation  of  power  would,  in  truth,  be  a  delegation  of  legisla¬ 
tive  power;  it  would  be  a  delegation  to  the  Commission  of  the  entire 
discretion  of  Congress  in  fixing  rates. 

In  view  of  the  importance  of  this  general  question  the 
chairman  of  the  Senate  Committee  on  Interstate  Com¬ 
merce  requested  an  opinion  of  the  Attorney-General, 
respecting  the  constitutional  rights  of  Congress  over  rail 
way  rates.  In  this  opinion  the  entire  subject  is  submitted 
to  review  and  many  authorities  are  cited  in  support  of  the 
opinion  expressed.  The  opinion  closes  with  seven  conclu¬ 
sions,  the  first  three  of  which  pertain  to  the  question  under 
review,  and  are  as  follows: 

1.  There  is  a  governmental  power  to  fix  the  maximum  future 
charges  of  carriers  by  railroad  vested  in  the  legislatures  of  the  States 
with  regard  to  transportation  exclusively  within  the  States  and  vested 
in  Congress  with  regard  to  all  other  transportation. 

2.  Although  legislative  power,  properly  speaking,  can  not  be  dele¬ 
gated,  the  law-making  body,  having  enacted  into  law  the  standard  of 
charges  which  shall  control,  may  intrust  to  an  administrative  body  not 
exercising  in  the  true  sense  judicial  power  the  duty  to  fix  rates  in  con¬ 
formity  with  that  standard. 

3.  The  rate-making  power  is  not  a  judicial  function,  and  can  not  be 
conferred  constitutionally  upon  the  courts  of  the  United  States,  either 
by  way  of  original  or  appellate  jurisdiction. 

This  opinion  is  too  long  and  too  closely  reasoned  to  per¬ 
mit  analysis  in  this  report.  It  may  be  found  in  the  second 
volume  of  the  testimony,  beginning  with  page  1662. 

The  opinion  of  the  Supreme  Court  in  the  Maximum  Rate 
case,  which  seems  to  be  an  explicit  expression  by  the 
court  in  support  of  the  claim  that  Congress  may  confer 
the  rate-making  power  -upon  a  commission,  is  as  follows: 

Before  the  passage  of  the  act  it  was  generally  believed  that  there 
were  great  abuses  in  railroad  management  and  railroad  transporta¬ 
tion,  and  the  grave  question  which  Congress  had  to  consider  was  how 
those  abuses  should  be  corrected  and  what  control  should  be  taken  of 
the  business  of  such  corporations.  The  present  inquiry  is  limited  to 
the  question  as  to  what  it  determined  should  be  done  with  reference 
to  the  matter  of  rates.  There  were  three  obvious  and  dissimilar 
courses  open  for  consideration.  Congress  might  itself  prescribe  the 
rates;  or  it  might  commit  to  some  subordinate  tribunal  this  duty;  or 
it  might  leave  with  the  companies  the  right  to  fix  rates,  subject  to 
regulations  and  restrictions,  as  well  as  to  that  rule  which  is  as  old 
as  the  existence  of  common  carriers,  to  wit,  that  rates  must  be 
reasonable. 


This  entire  question  of  the  right  of  Congress  to  confer 
upon  a  commission  the  rate-making  power  seems  to  turn 
upon  the  character  of  the  power  that  is  conferred.  Looked 
at  from  this  point  of  view  it  suggests  a  more  fundamental 
question,  namely,  the  extent  to  which  Federal  courts  are 
at  liberty  to  review  the  acts  of  Congress  and  the  orders  of 
the  administrative  body  to  which  Congress  intrusts  the 
execution  of  the  law.  This  brings  the  report  to  a  definite 
consideration  of  the  jurisdiction  of  the  Federal  courts. 

Jurisdiction  of  Federal  courts. — This  question  was  con¬ 
sidered  at  length  by  the  general  counsel  of  the  Atchison, 
Topeka  and  Santa  Fe  Railway.  His  testimony  took  the 
form  of  a  discussion  of  certain  legal  propositions.  The 


Mr.  Moody,  1674. 


See  also  Mr. 
Call,  2708;  Mr. 
Davenport,  190, 
191. 


167  U.  S.,  494. 


7 


88 


Mr.  Morawetz, 
795,  796. 


Mr.  Morawetz, 
801. 


Mr.  Morawetz, 
800. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 

first  three  of  these  propositions  are,  in  effect,  (a)  that  the 
Common  Law  guarantees  the  shipper  and  consumer  against 
an  extortionate  rate,  (b)  that  the  Constitution  guarantees 
the  carrier  against  a  confiscatory  rate,  (c)  but  that,  between 
these  limits,  there  is  a  field  “  not  governed  by  the  applica¬ 
tion  of  any  legal  principles.”  The  following  is  the  lan¬ 
guage  of  the  witness: 

There  is  a  wide  range  between  a  rate  that  is  unreasonably  high  and 
therefore  illegal,  as  against  the  shipper,  and  a  rate  that  is  so  low  as  to 
be  confiscatory  as  against  the  carrier.  *  *  *  The  adjustment  of  the 

rate  between  these  two  extremes  would  depend  upon  considerations 
of  business  policy  and  would  not  be  governed  by  the  application  of 
any  legal  principles  or  definite  rules.  *  *  *  It  is  rarely,  if  ever, 
true  that  there  is  but  one  just  and  reasonable  rate  for  the  transporta¬ 
tion  of  a  given  article  between  two  points.  •  In  nearly  every  instance 
there  is  wide  range  within  which  any  rate  would  be  just  and  reason¬ 
able,  and  it  is  wholly  a  question  of  business  policy  at  what  point  the 
rate  shall  be  fixed  within  that  range. 

This  means  that  a  clearly  defined  line  is  drawn  by  the 
Constitution  between  the  courts  and  a  commission  or  other 
agencw  clothed  with  quasi -legislative  functions,  and  that 
the  power  to  determine  rates,  if  conferred  upon  a  commis¬ 
sion,  will  not  be  subject  to  review  by  the  court  unless  such 
rates  are  attacked  as  extortionate  or  confiscatory.  On  this 
point  the  witness  expressed  himself  as  follows: 

Mr.  Morawetz.  *  *  *  My  seventh  point  is  that  Congress  can 
not  vest  in  the  courts  power  to  fix  future  rates  or  to  consider  and  pass 
upon  the  wisdom  or  policy  of  the  Commission  in  prescribing  a  particu¬ 
lar  rate  which  is  neither  confiscatory  nor  unreasonably  high.  It  is 
well  settled  that  Congress  can  not  constitutionally  require  the  courts 
of  the  United  States  to  perform  any  duties  that  are  not  of  a  judicial 
character.  Congress  can  not  require  the  courts,  directly  or  indirectly, 
to  perform  duties  of  an  administrative  or  of  a  quasi-legislative  char¬ 
acter.  [Here  the  witness  cites  authorities.] 

It  follows,  therefore,  that  Congress  has  no  constitutional  power  to 
require  the  courts  to  exercise  the  legislative  or  quasi-legislative  action 
of  a  commission  in  fixing  the  rates  to  be  charged  by  railway  com¬ 
panies  in  the  future. 

Senator  Dolliver.  Does  that  exclude  the  notion  of  their  being  able 
to  find  whether  the  rate  fixed  by  the  Interstate  Commerce  Commis¬ 
sion  is  reasonable  or  not? 

Mr.  Morawetz.  I  shall  endeavor  to  show  in  a  minute  that  it  all 
depends  upon  what  you  mean  by  the  word  “reasonable.'”  Congress 
can  require  the  courts  to  pass  upon  the  question  whether  a  rate  fixed 
by  a  commission  is  confiscatory.  It  can  also  require  the  courts  to 
determine  whether  a  rate  fixed  by  a  commission  or  by  a  railway  com¬ 
pany  is  excessive — illegally  high.  But  Congress  can  not  require  the 
courts  to  pass  upon  the  mere  business  policy  of  fixing  a  rate  anywhere 
between  those  two  extremes. 

On  another  occasion  the  witness  was  asked  the  follow¬ 
ing  question: 

Senator  Cullom.  Mr.  Morawetz,  suppose  a  commission  fixes  a  rate 
*  *  *  can  the  courts  interfere  with  that  rate  unless  they  do  it  on 
the  ground  it  becomes  confiscatory? 

Mr.  Morawetz.  That,  sir,  would  depend  altogether  upon  the  lan¬ 
guage  of  the  act  of  Congress.  I  was  endeavoring  to  show  that  the 
only  questions  that  can  constitutionally  be  subjected  to  review  by  the 
courts  are,  first,  whether  the  action  of  the  Commission  is  confiscatory, 
and  second,  whether  the  rate  is  extortionate  or  in  excess  of  the  max¬ 
imum  rate  which  would  be  reasonable. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


89 


The  significance  of  this  distinction  between  judicial  and 
administrative  discretion  may  be  made  clear  by  reference 
to  a  well-known  fact.  A  study  of  the  records  of  the  Inter¬ 
state  Commerce  Commission,  as  well  as  a  review  of  the 
testimony  submitted  to  this  committee,  discloses  a  large 
number  of  complaints  not  to  be  classified  as  presenting 
allegations  of  extortion  on  the  one  hand  or  of  confiscation 


on  the  other;  or,  indeed,  of  what  the  courts  have  termed 
unlawful  discrimination.  Outside  of  secret  preferences 
and  rebates,  it  is  these  questions  of  relative  rates  and  of 
disparity  of  conditions  before  the  established  tariff  situa¬ 
tion  which  are  made  the  basis  of  the  demand  for  remedial 
legislation.  It  is  of  course  open  to  discussion  whether  or 
not  Congress  desires  to  extend  governmental  supervision 
over  this  class  of  questions.  The  position  of  the  witness 
is  explicit  upon  this  point.  In  his  opinion  it  would  not  be 
wise  for  Congress  to  create  an  administrative  body,  all  of 
whose  decisions  were  not  subject  to  judicial  review.  He 


savs: 


The  importance  of  the  point  which  I  am  making  is  this:  Any  act  of 
Congress,  if  I  am  right  in  this,  vesting  in  a  commission  purely  discretion¬ 
ary  power  to  fix  rates  would,  in  effect,  confer  upon  the  Commission 
autocratic  and  uncontrolled  power  to  prescribe  the  rates  of  the  railway 
companies  throughout  the  United  States,  and  to  make  or  unmake  the 
prosperity  of  different  sections  of  the  country  so  far  as  that  depends 
upon  the  rates  of  transportation.  Any  provision  for  a  further  judicial 
scrutiny  of  the  action  of  this  Commission  would  be  entirely  illusory. 

Under  the  bills  that  have  been  introduced  in  Congress  the  only 
question  that  could  be  considered  upon  an  appeal  by  a  railway  com¬ 
pany  would  be  whether  the  rate  prescribed  by  the  Commission  was 
confiscatory,  and  the  only  question  that  could  be  considered  upon  an 
appeal  by  a  shipper  would  be  whether  the  rate  prescribed  by  the  Com¬ 
mission  was  extortionate  or  discriminatory.  If  a  locality  should  be 
aggrieved  by  the  action  of  the  Commission  I  do  not  believe  that  it 
would  have  any  redress  whatsoever. 


No  other  witness  that  appeared  before  the  committee 
held  without  reserve  to  the  above  distinction  between  judi¬ 
cial  and  administrative  discretion.  The  chairman  of  the 
Interstate  Commerce  Commission  doubts  the  ability  of 
Congress  to  confer  upon  any  administrative  body  a  held 
for  the  exercise  of  administrative  discretion  which  courts 
can  not  invade,  as  will  be  seen  from  the  following  questions 
and  answers: 


Senator  Kean.  Let  me  ask  you  a  question  just  there.  If  the  fixing 
of  a  future  rate  is  a  legislative  act,  then  the  court  probably  could  not 
review  it? 

Mr.  Kn  app.  Senator  Kean,  I  may  not  say  anything  here  unless  I 
speak  the  absolute  truth  as  I  see  it,  and  your  observation  suggests  a 
very  serious  question.  All  the  answer  I  can  make  is  that  I  do  not 
know.  I  have  believed  that  if  a  law  conferred  upon  a  commission  the 
authority  in  such  a  case  as  this — one  of  these  contested  cases — to  sub¬ 
stitute  a  reasonable  rate,  that  the  carrier  could  go  to  court  on  the  the¬ 
ory  that  the  Commission  had  exceeded  its  authority  by  prescribing 
an  unreasonable  rate.  Now,  how  far  you  can  give  jurisdiction  to 
courts  or  to  what  extent  they  will  take  it  I  think  no  lawyer  can  pre¬ 
dict  with  any  confidence  until  the  question  has  been  decided. 

Senator  Kean.  Then,  in  any  act  we  drew,  if  we  gave  the  Commission 
power  to  fix  the  rate,  if  the  court  had  any  jurisdiction  it  would  have 
to  be  decided,  would  it? 


Mr.  Morawetz, 
807. 


Mr.  Knapp,  3303. 


90 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Knapp.  That  is  the  way  the  matter  rests  in  my  mind.  I  have 
been  very  strongly  inclined  to  the  opinion  already  expressed  in  your 
hearing  that  there  is  no  such  difference  as  has  been  assumed  between 
a  rate  merely  unreasonably  low  and  a  rate  that  is  confiscatory. 

It  is  no  part  of  this  report  to  express  an  opinion  upon 
the  correctness  of  these  conflicting'  points  of  view  relative 
to  the  ability  of  the  courts  to  review  all  questions  that 
arise  in  the  consideration  of  reasonable  rates;  but  it  is 
proper  to  emphasize  the  bearing*  which  this  distinction  has 
upon  the  immediate  question  submitted  for  the  determina¬ 
tion  of  the  committee. 

^Mr.  Morawetz,  Unless  we  are  to  have  a  great  deal  of  litigation,  a  great  deal  of  un¬ 
certainty,  any  act  of  this  character — that  is  to  say,  an  act  which  con¬ 
fers  upon  a  commission  the  power  to  determine  rates  intermediate 
between  confiscation  and  extortion — should  be  drawn  with  reference 
to  the  distinction  *  *  *  pointed  out. 


Moreover,  a  candid  statement  of  the  situation  warrants 
reference  to  the  converse  of  the  conclusion  so  emphatically 
stated  by  the  witness,  for  the  reason  that  the  comparison 
thus  suggested  presents  the  question  of  public  policy  in¬ 
volved  in  current  proposals  for  further  remedial  legisla¬ 
tion  in  its  clearest  light.  A  specific  rate  must  of  course 
be  fixed  for  every  commodity  presented  for  transporta¬ 
tion,  and  it  must  be  fixed  at  some  point  in  the  range  of 
possible  rates  between  confiscation  and  extortion.  If  the 
determination  of  this  actual  rate  by  Congress  or  bv  a 
commission  is  superior  to  review  by  the  court,  it  is  equally 
true  that  its  determination  by  traffic  officers  would  be  su¬ 
perior  to  judicial  review.  It  is  suggested  by  the  testimony 
that  the  power  “to  make  or  unmake  the  prosperity  of 
different  sections  of  the  country”  referred  to  is  not  a 
power  that  originates  with  Congressional  enactment,  but 
pertains  necessarily  to  the  making  of  railway  rates  and  is 
inherent  in  the  administration  of  the  business  of  trans¬ 
portation. 

Assuming,  then,  merely  for  the  purpose  of  presentation, 
the  correctness  of  the  claim  that  the  court  can  not  review 
the  reasonableness  of  intermediate  rates,  it  is  urged  that 
the  question  of  public  policy  presented  for  the  considera¬ 
tion  of  the  committee  is  whether  the  enduring  prosperity 
of  the  country  is  safer  under  the  “autocratic  and  uncon¬ 
trolled"  power  of  traffic  officers  or  under  the  “autocratic 
and  uncontrolled”  power  of  an  administrative  bureau.  As 
a  matter  of  fact,  neither  of  these  agencies  could  act  in  an 
utterly  autocratic  manner  or  be  wholly  free  from  control. 
The  one  would  work  under  the  restraints  of  commercial 
forces  and  the  other  under  the  restraints  of  statutory  rules 
of  administration.  Which  is  the  safer  method  of  procedure 
is  the  problem  of  public  policy. 

Rate  control  by  judicial  process. — It  is  admitted  that  if 
legislative  discretion  is  to  be  applied  to  the  control  of 
future  interstate  railway  rates  it  must  be  done  by  the  di¬ 
rect  action  of  Congress  or  by  some  agencv  to  which  some 
portion  of  the  legislative  discretion  can  lawfully  be  dele¬ 
gated.  But  the  testimony  discloses  a  sharp  difference  of 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


91 


opinion  between  certain  witnesses  who  believe  that  Con¬ 
gress  having  established,  in  such  detail  as  it  shall  see  tit, 
the  standards  of  absolute  and  relative  reasonableness,  com¬ 
pliance  with  those  standards  can  be  secured  through  the 
United  States  courts.  This  proposition  is  strongly  main¬ 
tained  by  certain  witnesses  and  as  strongly  combated  by 
others. 

In  support  of  it  the  suggestion  is  made  that  the  courts  HC^pare:  Mr. 
of  Common  Law  always  had  power  to  determine  a  reason- 3756;  Mr.  Peck* 
able  rate  for  a  service  which  had  been  performed  in  order  i|o9.  Mr' 
to  award  damages  when  a  higher  rate  had  been  collected, 
and  that  it  has  already  been  held  that,  under  tlie  Elkins 
law,  the  Federal  courts  have  jurisdiction  to  enjoin  the  col¬ 
lection  of  a  rate  which  has  been  found  to  be  discriminatory. 

It  is  contended  that,  in  order  to  condemn  an  existing  rate, 
it  is  necessary  to  determine  what  rate  would  have  been  rea¬ 
sonable,  and  that  this  being  done  the  order  of  the  court  may 
go  so  far  as  to  prohibit  the  collection  of  anything  beyond 
the  rate  so  found  to  be  reasonable.  It  is  maintained  fur¬ 
ther,  that  if  a  decree  of  this  sort  can  not  be,  or  ought  not 
to  be,  authorized,  it  would  be  practicable  for  Congress,  by 
a  general  statute,  to  make  rates  so  found  to  have  been  rea¬ 
sonable  uuder  existing  conditions  the  only  lawful  rates  dur¬ 
ing  the  continuance  of  similar  conditions. 

The  chief  reliance  of  those  who  oppose  these  legal  views  cowaKS;  Mr.' 
is  upon  the  assertion  in  the  Maximum  Kate  case  that  the  Mather- 14"°- 
power  to  prescribe  a  rate  for  the  future  is  essentially  a 
legislative  power  and  upon  the  opinions  of  the  Attorney- 
General  and  the  Interstate  Commerce  Commission  to  the 
same  effect.  The  practical  bearing  of  this  contention  has 
already  been  noted. 

The  preference  clause  of  the  Constitution. — Another 
question,  respecting  which  witnesses  have  expressed  diver¬ 
gent  opinions,  that  threatens  to  become  a  controverted 
point  in  the  further  development  of  public  control,  should 
Congress  see  fit  to  confer  the  rate-making  power,  pertains 
to  the  correct  interpretation  of  the  preference  clause  of 
the  Constitution,  and  the  propriety  of  its  application  to 
inland  commerce. 

Article  I,  section  9,  clause  6,  of  the  Constitution  con¬ 
tains  this  provision: 

No  preference  shall  be  given  by  any  regulation  of  commerce  or 
revenue  to  the  ports  of  one  State  over  those  of  another. 

Quite  a  number  of  witnesses  make  this  clause  the  pre¬ 
mise  for  the  conclusion  that  Congress  is ’constitutionally 
incapacitated  for  exercising  effective  jurisdiction  over  rail- 
wav  rates.  The  argument  is  as  follows:  Discriminations 
of  one  form  or  another  are  absolutely  essential  for  the 
satisfactory  adjustment  of  railway  tariffs,  but  that  neither 
Congress  nor  any  agency  that  Congress  might  create  could 
sanction  or  establish  such  discriminations: 

Nobody  will  dispute  that  when  thre  Government  makes  a  rate,  either 
by  direct  act  of  Congress  or  through  the  agency  of  the  Interstate 
Commerce  Commission,  it  is  making  a  regulation  of  commerce, 
imposed  by  our  Constitution. 


Mr.  Peck.  1309. 


92 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Nimriio,  153. 
See  also  Mr. 
Hines,  1124;  Mr. 
Wilcox,  3637;  Mr. 
Davenport,  179; 
Mr.  Mather,  1457. 


Interstate 
Commerce  Com¬ 
mission,  966. 


The  question  which  we  have  to  meet  is,  Can  the  Interstate  Com¬ 
merce  Commission — which,  under  the  Esch-Townsend  bill,  will  stand 
in  the  place  of  Congress,  certainly  with  no  more  powers  than  Congress 
would  have — make  any  preferences  in  its  regulations  of  thejports.  of 
one  State  over  those  of  another? 

If  the  constitutional  provision  applies  and  is  binding  upon  the 
Interstate  Commerce  Commission  they  can  not  make  preferences;  but 
if,  on  the  other  hand — as  they  themselves  insist — they  will  not  be 
governed  by  this  constitutional  provision  in  the  making  of  rates,  theft, 
I  submit,  the  power  should  never  be  given  to  them.  It  is  an  open 
question  to-day  which  would  be  the  greater  calamity  to  the  people  of 
the  United  States,  to  have  the  constitutional  provision  applied  so  that 
only  distance  tariffs  could  be  made  to  the  ports  of  competitive  States, 
or  to  have  it  held  that  the  constitutional  provision  does  not  apply  and 
may  be  disregarded.  In  either  case  the  evil  consequences  would  be 
far  beyond  calculation. 

Another  witness  says: 

In  case  the  Supreme  Court  should  hold  that  an  act  conferring  the 
rate-making  power  upon  the  Interstate  Commerce  Commission  is  sub¬ 
ject  to  the  constitutional  limitation,  “  No  preference  shall  be  given  by 
any  regulation  of  commerce  or  revenue  to  the  ports  of  one  State  over 
those  of  another,”  it  appears  probable  that  such  a  statute  would  in 
practice  be  nugatory  for  the  reason  that  any  regulation  of  relative  rates 
to  or  from  the  ports  or  markets  of  any  two  States  by  the  Commission 
might  be  alleged  to  violate  the  constitutional  inhibition  against  pref¬ 
erence  to  the  ports  of  one  State  over  those  of  another. 

The  extreme  supporters  of  the  opinion  that  the  prefer¬ 
ence  clause  of  the  Constitution  incapacitates  Congress  for 
dealing  with  the  rate  question  interpret  this  clause  in  re¬ 
spect  to  railway  tariffs  as  meaning  that  a  commission,  or 
any  agency  to  which  Congress  might  delegate  its  author¬ 
ity,  would  be  obliged  to  adopt  the  mileage  basis  tor  the 
construction  or  modification  of  a  tariff  schedule. 

The  above  view  of  the  constitutional  provision  under 
consideration  is  opposed  by  the  Interstate  Commerce  Com¬ 
mission  and  b}^  the  Attorney-General,  whose  opinions  were 
submitted  at  the  request  of  the  committee. 

Without  attempting  to  discuss  the  question  at  length,  or  to  point 
out  the  absurd  consequences  to  which  a  contrary  conclusion  would 
lead,  the  Commission  holds  with  the  utmost  confidence  that  the  exer¬ 
cise  of  authority  for  the  regulation  of  rates,  as  proposed  in  the  Esch- 
Townsend  hill,  would  not  be  controlled  or  limited  in  any  degree  by 
the  above-quoted  provision  in  the  Constitution.  If  it  be  assumed,  as 
it  certainly  is  not  conceded,  that  this  provision  has  any  application  to 
charges  for  transportation  to  and  from  the  several  ports,  it  would 
seem  that  such  rates  should  be  so  adjusted  as  to  avoid  the  prohibited 
preference.  To  establish  the  same  rates  from  a  given  point  to  all  ports 
would  obviously,  as  it  seems  to  us,  prefer  the  most  distant  port,  other 
things  being  equal.  To  establish  rates  on  a  uniform  mileage  basis,  so 
that  distance  alone  determined  the  relation  of  rates,  would  in  many  if 
not  most  cases  result  as  a  practical  matter  in  the  actual  preference  of  one 
port  over  another.  And  this  is  all  the  more  apparent  in  view  of  the  fact 
that  numerous  “ports”  have  been  established  from  time  to  time  at 
various  points  in  the  interior.  If  the  constitutional  restraint  is  held 
to  apply  at  all  to  railroad  charges,  which  appears  to  us  improbable, 
then  the  question  of  what  constitutes  a  preference  depends  upon  a 
variety  of  circumstances  and  conditions  besides  the  element  of  dis¬ 
tance.  In  short,  upon  that  theory,  it  would  be  necessary  to  determine 
in  each  case  the  proper  adjustment  of  rates  which  would  place  differ¬ 
ent  ports  upon  a  basis  of  relative  equality;  and  that  is  precisely  the 
aim,  among  other  things,  of  the  act  to  regulate  commerce  and  of  the 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


93 


measure  in  question.  The  establishment  of  a  differential  might  be 
and  often  would  be  the  appropriate  and  only  method  of  accomplish¬ 
ing  the  purpose  of  the  constitutional  limitation. 

The  opinion  of  the  Attorney-General  is 'supported  by 
reference  to  the  history  of  the  clause  as  well  as  to  deci¬ 
sions  of  the  courts.  His  conclusions  upon  the  point  in 
question  are  as  follows: 

Any  regulation  of  land  transportation,  however  exercised,  would  Attorney- Gen- 
seem  to  be  so  indirect  in  its  effect  upon  the  ports  that  it  could  not  con-  era1, 1(3'4' 
stitute  a  preference  between  the  ports  of  different  States  within  the 
meaning  of  Article  I,  section  9,  paragraph  6,  of  the  Constitution. 

Reasonable,  just,  and  impartial  rates  determined  by  legislative 
authority  are  not  within  the  prohibition  of  Article  I,  section  9,  para¬ 
graph  6,  of  the  Constitution,  even  though  they  result  in  a  varying 
charge  per  ton  per  mile  to  and  from  the  ports  of  the  different  States. 

Three  questions  must  be  considered  before  the  practical 
point  raised  by  the  consideration  of  the  preference  clause 
of  the  Constitution  may  be  answered.  These  are: 

First.  What  basis  for  the  adjustment  of  rates,  if  any, 
is  required  by  this  clause? 

Second.  If  the  mileage  basis  is  required,  is  it  a  desirable 
basis?  and 

Third.  What  is  a  port  of  the  United  States  within  the 
meaning  of  this  clause  ? 

The  testimony  suggests  three  possible  answers  to  the 
first  inquiry. 

First.  That  rates  proportioned  to  mileage  are  required; 

Second.  That  equal  rates  to  and  from  all  ports  are 
required;  and 

Third.  That  the  preference  forbidden  is  only  an  undue 
or  unreasonable  preference,  and  that  if  the  rates  to  and 
from  the  ports  are  reasonable  in  themselves  and  in  their 
adjustment  to  each  other  the  clause  is  not  violated. 

This  last  interpretation  would  lead  to  the  conclusion 
that  the  only  effect  of  this  clause  as  limiting  the  power  of 
legislative  control  over  rates  is  to  provide  for  a  judicial 
examination  of  any  regulation  when  it  is  alleged  to  bring 
about  the  preference  forbidden  by  the  Constitution. 

Of  the  many  witnesses  who  discussed  rates  proportioned 
to  mileage,  one  only  approved  the  mileage  basis.  Although 
a  number  of  witnesses  suggested  that  the  distance  factor 
should  be  given  greater  weight  than  at  present,  it  was 
generally  urged  or  admitted  that  strict  adherence  to  a 
mileage  basis  would  be  seriously  disadvantageous. 

The  mileage  rule  can  not  be  applied  in  a  country  where 
the  average  length  of  haul  is  245  miles  and  the  possible 
length  of  haul  in  excess  of  3,000  miles.  Whether  the 
distance  principle  could  be  applied  in  case  some  longer 
unit  than  a  mile  were  accepted  as  a  basis  of  the  tariff — as 
for  example,  100  miles — was  not  touched  b}^  any  witness. 

The  questions  as  to  what  constitutes  a  port  of  the  United  ^For_iist  of  ports 
States  did  not  receive  discussion  beyond  an  enumeration  of 
the  “ports-’  created  by  Congress,  which  the  testimony 
shows  include  many  inland  points  and  points  located  in 
every  State  but  one. 


94 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


RECOMMENDATIONS  AND  ARGUMENTS. 


Most  of  the.  witnesses  who  appeared  before  the  commit¬ 
tee  included  in  their  testimony  certain  recommendations 
relative  to  railway  legislation.  These  recommendations 
were  not  always  direct  or  formal  in  character.  Thus  the 
suggestion  that  no  further  legislation  is  needed,  or  a  crit¬ 
icism  sufficiently  definite  to  indicate  clearly  the  character 
of  remedial  legislation  desired,  has  been  construed  as 
involving  recommendations.  An  observation  relative  to 
some  fundamental  principle  of  industry  or  transportation 
has  been  interpreted  in  the  same  manner,  a  remark  equally 
true  of  the  discussion  of  legal  principles.  It  thus  becomes 
evident  that  the  plans  and  proposals  about  to  be  submit¬ 
ted  are  such  as  follow  naturally  from  the  analysis  and 
classification  of  the  testimony,  and  if  it  be  assumed  that 
the  testimony  submitted  to  the  committee  was  compre¬ 
hensive  in  itself  and  representative  in  character,  it  is 
clear  that  these  plans  cover  all  the  possibilities  of  reme¬ 
dial  legislation  which  it  is  practicable  for  Congress  to 
consider. 


Senator  New- 
lands,  779,  3721. 


The  testimony  contains  one  comprehensive  suggestion 
not  covered  by  the  plans  submitted  below.  It  is  peculiar 
in  that  it  proposes  the  national  incorporation  of  railways, 
an  official  valuation  of  railway  property  as  the  basis  of 
rate  regulation,  and  involves  the  employment  by  Congress 
of  the  taxing  power  as  well  as  the  power  to  regulate  rates 
and  to  supervise  railway  regulations.  This  plan,  however, 
is  presented  in  so  complete  and  satisfactory  a  manner  in 
the  testimony  that  it  does  not  appear  necessary  to  include 
further  consideration  of  it  in  this  report.  Reference  is 
made  to  the  plan  of  Senator  Newlands,  of  Nevada. 

Minor  recommendations  common  to  all  plans  for  reme¬ 
dial  legislation. — There  are  many  points  upon  which  all 
witnesses  who  favor  changes  of  any  sort  agree,  and  which 
are  common  to  all  plans  of  remedial  legislation.  This  class 
of  recommendations  will  now  be  considered. 


Recommendations  relative  to  publicity  and  uniform  ac¬ 
counting.— The  extent  to  which  the  Act  of  1887  relies  upon 
publicity  as  a  remedial  agency  in  the  exercise  of  super¬ 
visory  control  over  administration  has  already  claimed  the 
attention  of  this  report,  and  there  is  nothing  in  the  testi¬ 
mony  which  indicates  that  confidence  in  this  principle  has 
weakened  since  the  passage  of  the  Act.  On  the  contrary, 
the  recommendations  submitted  to  the  committee  relative 
to  this  point  were  addressed  very  largely  to  the  necessity 
of  rendering  that  remedy  more  efficient. 

The  testimony  contains  no  opinion  adverse  to  the  propo¬ 
sition  that  the  Interstate  Commerce  Commission,  or  other 
administrative  agency,  should  Congress  see  fit  to  create 
one,  should  have  full  and  free  access  to  all  books,  accounts, 
and  contracts,  which  bear  in  any  way  upon  the  questions 
submitted  for  determination  or  advice.  This  unanimity 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


95 


of  opinion  may  at  lirst  occasion  some  surprise,  but  a 
moment's  consideration  shows  it,  to  be  both  reasonable  and 
logical.  To  the  extent  that  publicity  is  effective  the  de¬ 
mand  for  direct  governmental  supervision  disappears, 
from  which  it  follows  that  those  who  oppose  a  broader 
jurisdiction  for  the  Commission  would  naturally  approve 
even  extreme  means  to  attain  publicity.  On  the  other  hand, 
those  who  advocate  the  conferring  of  enlarged  powers  upon 
the  Commission  contend  that  the  fullest  access  to  all  avail¬ 
able  and  pertinent  information  is  essential  to  the  proper 
exercise  of  administrative  jurisdiction.  From  whichever 
point  of  view  the  question  is  considered,  therefore,  the 
quasi-public  character  of  the  business  of  transportation 
being  conceded,  a  properly  guarded  demand  on  the  part 
of  the  Government  for  information  must  be  acknowledged 
to  be  a  reasonable  and  a  pertinent  demand. 

The  interpretation  granted  the  word  “publicity”  in 
existing  legislation  is  at  once  broad  and  comprehensive, 
as  may  be  seen  by  referring  to  that  portion  of  this  report 
which  deals  with  the  development  of  the  Act  of  1887.  As 
far  as  the  right  of  investigation  conferred  by  the  Twelfth 
section  of  the  act  is  concerned,  there  seems  to  be  no  seri¬ 
ous  complaint  at  the  present  time.  The  courts,  by  their 
interpretation,  have  upheld,  and  Congress,  by  its  amend¬ 
ments,  has  strengthened  the  power  of  the  Commission  for 
the  investigation  of  complaints,  whether  such  investigation 
is  the  precurser  of  an  order,  of  a  prosecution,  or  of  a 
direct  appeal  to  public  opinion.  Perhaps  the  most  serious 
limitation  upon  the  ability  of  the  Commission  to  obtain 
adequate  information,  the  remark  being  confined  to  special 
investigations  as  distinct  from  periodic  reports,  is  disin¬ 
clination  of  carriers  appearing  as  defendants  fully  to  sub¬ 
mit  their  cases  to  the  consideration  of  the  Commission. 
This  has,  in  part,  disappeared,  owing  to  the  attitude  of  the 
courts  toward  new  testimony  when  cases  are  submitted 
for  judicial  review,  but  the  possibility  of  embarrassment 
continues.  It  was  doubtless  with  the  purpose  of  over¬ 
coming  this  difficulty  that  the  bill  recently  submitted  to 
the  House  of  Representatives,  known  as  the  Esch-Towns- 
end  bill,  sought  to  amend  the  act  of  1887  in  such  a  manner 
as  to  prohibit  offering  as  new  testimony,  when  a  case  comes 
before  the  court,  any  testimony  which  “  with  the  exercise 
of  proper  diligence  could  have  been  offered  upon  the  hear¬ 
ing  before  the  Commission.” 

The  significant  testimony  relative  to  publicity  submitted 
to  the  committee  at  its  hearings  pertains  for  the  most 
part  to  the  necessity  of  a  uniform  system  of  railway 
accounting  and  of  a  body  of  public  examiners.  The  motive 
which  underlies  these  suggestions  is  that  by  this  means 
unlawful  practices  on  the  part  of  the  railways  will  be 
discovered,  while  the  fact  of  possible  discovery  will  act  as 
a  deterrent  to  the  shipper  when  he  is  tempted  to  seek  an 
unlawful  advantage  and  to  the  carrier  when  tempted  to 


P.  38. 


Sec.  12,  H.  R. 
bill  No.  18588, 
58th  Cong.,  3d 
session. 


I 


96 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Bacon,  16, 
23. 


Mr.  Prouty, 
2912. 


Mr.  Vining, 
•1691. 


Mr.  Moravvetz, 
817-818. 


grant  it.  These  ideas  are  common  to  a  large  class  of  wit¬ 
nesses,  as  is  evidenced  by  the  quotations  that  follow. 

The  chairman  of  the  Interstate  Commerce  Law  Conven¬ 
tion  advocates  'public  examiners  in  order  to  obtain  evidence 
for  prosecution  in  cases  of  illegal  practice  on  the  part  of 
the  railways. 

Mr.  Bacon.  It  is  essential,  in  my  judgment,  that  the  books  and 
papers  of  all  railway  corporations  should  be  not  only  open  to  inspection 
of  members  of  the  Commission,  but  that  inspectors  should  be 
appointed,  the  same  as  national-bank  examiners  are  appointed,  to 
examine  the  books  of  every  railway  corporation  in  the  country,  and 
a  continuous  inspection  should  be  maintained  in  order  to  discover 
what  rebates  are  paid.  Then,  when  such  discovery  is  made  let  the 
matter  at  once  be  brought  before  the  Department  of  Justice  for  pros¬ 
ecution  of  the  offenders  *  *  *  I  would  advocate  the  establish¬ 
ment  of  a  system  of  complete  inspection  of  the  railway  books  of  the 
company  similar  to  the  system  in  operation  with  reference  to  national 
banks. 

A  member  of  the  Interstate  Commerce  Commission 
includes  the  recommendation  for  uniform  accounting  and 
public  examiners  among  the  recommendations  submitted 
as  a  means  of  stopping  the  payment  of  rebates.” 

Then,  in  my  judgment,  you  have  got  to  provide  that  some  tribunal 
shall  have  authority  to  prescribe  the  form  in  which  the  books  of  these 
railroads,  which  refer  not  only  to  their  accounts  but  the  movement 
of  their  traffic,  shall  be  kept,  and  to  further  provide  that  that  tribunal 
may  at  any  time  examine  those  books. 

A  witness,  who  for  years  had  been  connected  with  the 
traffic  department  of  important  railways,  now  retired, 
appeared  before  the  committee,  and,  after  explaining  cer¬ 
tain  of  the  discriminations  incident  to  railway  practice, 
said : 

These  are  cited  only  as  samples  of  the  methods  by  which  unjust 
advantages  may  be  given  to  certain  shippers  as  against  others. 

The  remedy  is  to  bestow  upon  the  Commission  or  its  duly  author¬ 
ized  representatives  power  to  examine  the  books  of  all  railroad  com¬ 
panies,  just  as  the  bank  examiners  now  have  power  to  examine  the 
books  of  all  national  banks.  Money  can  not  be  paid  out  by  a  railroad 
company  without  appearing  in  some  way  upon  its  books;  and  a  com¬ 
petent  examiner  would  be  able  to  discover  the  payment  of  any  money 
improperly. 

The  counsel  of  the  Atchison,  Topeka  and  Santa  Fe  Rail¬ 
way  approves  the  recommendations  under  consideration. 

There  are  some  particulars  on  which,  possibly,  the  law  could  be 
strengthened.  One  of  the  difficulties  has  been  to  obtain  the  evidence 
required  to  convict  offenders  of  any  violation  under  the  Elkins  Act.  If 
Congress  should  provide  that  the  Interstate  Commerce  Commission 
should  have  the  right  to  cause  the  books,  records,  and  vouchers  of  every 
carrier  and  every  shipper  engaged  in  interstate  commerce  to  be  exam¬ 
ined  by  an  expert  accountant,  I  think  it  would  be  made  very,  very 
much  easier  than  it  is  to-day  to  discover  violations  of  the  law  in  the 
form  of  rebates  and  discriminations  of  every  kind;  and  I  do  not  think 
there  will  be  any  reallv  valid  objection  to  the  passage  of  an  act  of  that 
kind. 

In  partial  response  to  the  argument  against  the  necessity 
of  a  board  of  expert  examiners  that  the  Twelfth  section  of 
the  Act  to  regulate  commerce  now  confers  upon  the  Com- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


97 


Mr. 

1182. 


Hines 


Mr.  Tuttle.  952. 


mission  all  the  necessary  authority  for  securing1  such  infor- 
mation  as  it  may  need,  an  attorney  representing  the 
Atlantic  Coast  Line  said: 

I  should  think  that  it  would  lie  helpful  to  give  the  Commission  the 
power,  through  its  experts,  to  investigate  the  books  and  papers  and 
vouchers  of  the  carriers  and  shippers  with  respect  to  shipments  of 
interstate  commerce.  The  Commission  itself  has  the  power  now  to 
call  for  those  things,  but  of  course  it  could  be  exercised  with  a  great 
deal  more  facility  if  it  had  the  power  to  send  an  expert  to  examine 
these  things  without  having  them  actually  produced  at  a  session  of 
the  Commission. 

Some  witnesses  claim  that  rebates  or  other  forms  of 
illegal  expenditures  could  be  so  covered  as  to  elude  the 
discovery  of  expert  examiners.  “If  you  assume  at  the 
beginning,”  says  the  president  of  the  Boston  and  Maine 
Railroad,  “that  the  railroad  management  is  deliberately 
going  into  violations  of  the  law  it  is  not  going  to  make 
records  of  those  things  which  can  ever  be  found  out.” 

It  was  doubtless  this  consideration,  as  also  a  recognition 
of  the  difficult}"  which  even  an  expert  accountant  would 
experience  in  undertaking  the  investigation  of  a  strange 
system  of  accounts,  that  led  to  the  proposal  that  the  Com¬ 
mission  be  authorized  to  prescribe  the  form  and  method 
of  accounting  for  the  carriers.  This  thought  was  expressed 
by  one  of  the  witnesses  as  follows: 

•  Mr  Clements 

Mr.  Clements.  I  am  not  an  expert  in  the  business  of  bookkeeping,  3232. 
but  it  has  always  seemed  to  me  that  if  every  road  should  be  required 
to  keep  the  same  kind  of  books,  so  that  an  examiner  could  go  into  a 
railroad  office  and  find  every  class  of  items  on  the  same  book  in  each 
office,  and  have  books  enough  to  cover  the  business,  it  would  be  a 
great  facility  afforded  if  the  papers  and  vouchers  could  be  entered, 
and  that  it  would  serve  sometimes  to  uncover  a  rebate — not  always. 

The  feasibility  of  a  uniform  system  of  accounts,  as  also 
the  method  by  which  the  organization  of  such  a  system 
may  be  accomplished,  is  suggested  in  the  following  ques¬ 
tions  and  answers: 

The  Chairman.  Then,  would  you  favor  a  uniform  system  of  book¬ 
keeping,  to  be  prescribed  by  some  competent  authority,  say  a  com¬ 
mission  or  someone,  so  that  the  books  would  show  all  transactions  of 
all  kinds? 

Mr.  Vining.  Before  passing  upon  that  question  absolutely  I  should  Mr>  ^  imn§5 1694- 
wish  to  investigate  the  question  as  to  whether  such  a  system  is  prac¬ 
ticable;  whether  it  meets  the  needs  and  necessities  of  all  the  railroads 
of  the  country  and  of  all  sections.  Some  of  them  have  interests  of 
one  kind,  some  of  another.  Governed  by  those  interests,  they  have 
adopted  systems  which  are  not  in  accordance  with  each  other.  Be¬ 
fore  attempting  to  make  a  change  I  should  wish  to  hear  from  them, 
to  see  whether  any  proposed  form  of  keeping  accounts  would  meet 
their  necessities — would  be  what  they  would  need;  if  not,  what  the 
trouble  was,  and  modify  it  accordingly.  I  do  not  think  any  one  plan 
could  be  struck  out  in  an  instant  by  any  one  man  or  any  body  which 
would  meet  all  the  necessities  of  the  case,  but  I  do  believe  that  by 
proper  consultation  and  consideration  such  a  result  could  finally  be 
attained. 

The  Chairman.  So  that  we  could  have  a  uniform  svstem? 

Mr.  Vi  ning.  So  that  you  could  have  a  uniform  system. 

The  above  extracts  from  the  testimony  of  the  witnesses 
who  appeared  before  the  committee  suggest  the  many  points 

S.  Doc.  244,  59-1 - 


i 


98 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


of  view  from  which  the  proposal  of  uniform  accounting 
and  a  board  of  examiners  was  regarded,  and  are  here  sub¬ 
mitted  as  a  recommendation  for  remedial  legislation  re¬ 
specting  which  there  is  substantial  agreement  in  the  testi¬ 
mony.  Should  this  recommendation  approve  itself  to  the 
committee,  and  should  it  be  thought  wise  to  intrust  the 
task  contemplated  to  the  Interstate  Commerce  Commission, 
it  would  probably  be  necessary,  in  providing  for  the  statu¬ 
tory  expression  of  the  plan,  to  subject  the  Twentieth  sec¬ 
tion  of  the  Act  of  1887  to  a  somewhat  radical  amendment, 
and  for  this  reason  a  word  respecting  this  section  may  not 
be  inappropriate. 

The  Twentieth  section  of  the  Act  of  1887  provides  for  an¬ 
nual  reports  from  the  carriers  to  the  Interstate  Commerce 
Commission.  It  seems  to  have  been  the  policy  of  the  Com¬ 
mission  in  administering  this  section  to  content  itself  with 
what  could  be  accomplished  without  an  appeal  to  the  courts 
for  the  enforcement  of  its  orders.  That  this  is  true  is  evi¬ 
denced  by  the  fact  that  only  two  cases  have  been  presented  to 
the  courts  touching  the  interpretation  of  this  section,  or  of 
the  right  of  the  Commission  under  it.  This  fact  may  per¬ 
haps  be  explained  by  the  inherent  weakness  of  the  section. 
Under  the  present  law  there  is  no  means  of  reaching  an  offi¬ 
cial  who  falsities  a  report,  for  the  reason  that  the  oath  which 
attests  the  accuracy  of  the  information  tiled  rests  upon  an 
order  of  the  Commission  and  not  upon  statutory  enact¬ 
ment. 

Of  more  importance,  however,  is  the  absence  of  machin¬ 
ery,  under  the  Twentieth  section,  which  is  adequate  to  en¬ 
force  the  demands  of  the  Commission  for  information,  and 
the  fact  that  there  is  no  penalty  attached  to  the  disregard 
of  its  orders  requesting  such  information.  It  is  true  that 
a  special  case  in  equity  might  be  made  for  the  enforce¬ 
ment  of  an  order  of  the  Commission  directed  against  a 
particular  carrier  relative  to  methods  and  forms  of  ac¬ 
counting,  but  in  view  of  the  character  of  the  work  inci¬ 
dent  to  the  administration  of  the  Twentieth  section,  the 
Commission  has  apparently  not  thought  it  wise  to  proceed 
very  far  in  this  direction. 

It  is  evident,  in  case  the  recommendations  for  a  pre¬ 
scribed  form  of  accounts  and  a  board  of  examiners  receive 
approval,  that  the  administrative  features  of  the  Twentieth 
section  must  be  strengthened  in  at  least  three  particulars. 
First,  the  oath,  in  cases  where  attestations  are  necessary, 
should  be  required  by  the  statute;  second,  definite  penal¬ 
ties  should  be  prescribed  for  disregard  of  the  orders  of  the 
Commission  as  far  as  methods  of  accounting  and  methods  of 
reporting  are  concerned,  and  third,  statutory  provision, 
probably  provision  for  mandamus  in  a  Federal  court,  should 
be  made  for  the  enforcement  of  an  order. 

Recommendations  relative  to  private  cars. — Complaints 
incident  to  private  cars  under  the  conditions  attending 
their  use  in  this  countrv  were  described  bv  witnesses  and 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


99 


should  be  held  in  mind  in  the  following  discussion  of  the 
remedies  submitted  in  the  testimony.  The  allegations  are: 

That  the  private-car  system  serves  as  a  means  of  paving- 
rebates  to  favored  shippers. 

That  private-car  owners  are  frequently  dealers  in  the 
commodities  carried  in  their  cars,  and  this  dual  capacity 
of  carrier  and  merchant  gives  them  an  advantage  over 
their  competitors,  which  is  used  to  the  detriment  of  such 
competitors. 

That  exclusive  contracts  between  car  owners  and  rail¬ 
ways  lead  to  evils  of  shipping  monopolies. 

That  the  railways  assume  no  responsibility  for  the 
charges  for  icing,  heating,  and  the  like,  which  are  services 
universally  conceded  to  be  essential  for  the  transportation 
of  certain  classes  of  goods,  a  fact  which  leads  to  uncertainty 
as  to  the  conditions  of  shipment  and  which  tends  to  destroy 
those  commercial  relations  necessary  for  the  maintenance 
of  a  free  and  stable  market. 

There  seems  to  be  no  difference  of  opinion  as  to  the 
necessity  of  special  types  of  cars  for  transportation  of 
special  kinds  of  commodities,  nor,  indeed,  of  the  special 
services  for  the  preservation  of  commodities  while  in 
process  of  transportation.  The  peculiar  conditions  under 
which  fruits  and  meats  are  carried  and  the  necessity  of 
refrigeration  for  the  delivery  of  these  commodities  in 
good  condition  at  the  point  of  destination  illustrate  the 
principles  involved  in  this  controversy.  The  chief  objec¬ 
tion  seems  to  arise  on  account  of  the  fact  that  private  per¬ 
sons  or  corporations  and  not  the  railways  are  the  owners 
of  this  special  equipment,  and  that  the}7  rent  their  cars  to 
the  railways,  receiving  from  the  railways  a  rental  com¬ 
puted  on  a  running  mileage  basis. 

At  first  the  railways  undertook  to  discourage  the  use  of 
special  equipment  by  the  reduction  of  rates  if  commodities 
were  shipped  in  ordinary  cars,  but  eventually  the  practice 
of  making  use  of  shippers’  cars  prevailed,  and  has  devel¬ 
oped  to  such  proportions  that  many  of  these  shippers  fur¬ 
nish  cars  not  alone  for  the  transportation  of  their  own 
commodities,  hut  rent  their  cars  to  the  railways  for  the 
transportation  of  goods  of  rival  merchants.  In  this  man¬ 
ner  there  have  grown  up  in  this  country  great  equipment 
companies  which  have  taken  upon  themselves  the  task  of 
caring  for  certain  specialized  classes  of  transportation, 
while  at  the  same  time  they  are  closely  allied  in  financial 
interest  with  corporations  engaged  in  manufacturing  and 
commerce. 

A  great  deal  is  said  in  the  testimony  submitted  to  the 
committee  about  the  cost  of  refrigeration,  heating,  special 
methods  of  packing,  and  the  like,  and  many  complaints 
are  made  alleging  that  the  charges  for  these  specialized 
services  are  exorbitant  as  well  as  respecting  the  failure 
of  the  published  tariffs  to  include  these  charges,  respect¬ 
ing  the  division  of  responsibility  for  damages  sustained, 


See  references, 
p.  77. 


Mr.  Midglev, 
I.  C.  C.  Hear¬ 
ings,  Oct.  10,  1904, 

p.  8. 


100 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


respecting-  the  loss  of  control  by  the  shipper  over  the 
routing  of  his  goods,  and  the  like,  but  they  all,  upon  anal¬ 
ysis,  come  back  to  the  fact  of  the  dual  capacity  sustained 
by  these  equipment  companies.  The  larger  number  of 
the  recommendations  for  remedial  legislation  are  addressed 
to  the  separation  of  the  activities  of  the  merchant  from 
those  of  the  transporter. 

The  most  simple  and  at  the  same  time  the  most  extreme 
of  the  proposals  submitted  to  the  committee  is  that  the 
railways  should  be  required  to  furnish  all  the  equipment 
necessary  for  taking  care  of  all  kinds  of  traffic.  This 
means  the  annihilation  of  the  private  car  system,  a  propo¬ 
sition  which  was  clearly  expressed  by  the  attorney  for  the 
Western  Freight  Shippers’  Association.  Other  witnesses 
might  be  quoted  in  support  of  this  recommendation. 


Senator  Cullom.  You  come  here  to  urge  t^eir  being  placed  under 
the  interstate-commerce  law;  *  *  *  that  is  your  contention,  is  it  not? 
Mr.  Powell,  Mr.  Powell.  No,  Senator;  my  contention  is  that  they  be  excluded 
17-  from  consideration;  that  your  legislation  be  directed  against  the  com¬ 

mon  carrier,  the  railroad.  That  is  our  position.  In  these  hearings 
before  the  Interstate  Commerce  Commission  I  have  protested  against 
any  recognition  of  the  private  car  lines,  holding  that  the  problem  is 
one  between  the  complaining  public  and  the  railroads. 

Senator  Cullom.  I  should  like  to  find  out  just  what  you  want  to  do. 

Senator  Clapp.  That  is  an  interesting  question,  Mr.  Powell,  but  the 
subject  under  consideration  by  the  committee  is  how  to  reach  the 
difficulty. 

Mr.  Powell.  Weil,  I  will  answer  that.  The  theory  is  to  prevent  the 
common  carrier  from  hauling  upon  its  rails  a  privately  owned  freight 
car,  and  I  have  in  mind  this,  that  perhaps  that  provision  should  go 
into  effect  at  some  time  in  the  future,  but  that  it  should  now  be  declared 
to  be  the  fixed  policy  of  the  law. 

The  argument  urged  against  the  proposition  that  each 
railway  should  maintain  adequate  equipment  for  special¬ 
ized  service  rests  upon  the  ground  of  economy.  This 
argument  is  clearly  presented  bv  the  president  of  the 
Boston  and  Maine  Railroad,  and  it  refers  to  Pullman  cars 
as  well  as  freight  cars. 


The  Boston  and  Maine  system  needs  in  the  winter  time  not  exceed¬ 
ing  100  Pullman  cars;  but  in  the  summer  it  would  need  four  or 
five  hundred.  In  the  summer  time  the  roads  to  Florida  and  southern 
California  need  very  few  Pullman  cars,  but  in  the  winter  time  thev 
need  a  lot  of  them.  The  consequence  is  that  the  Pullman  Company, 
owning  equipment  enough  to  furnish  the  roads  of  the  country,  is  able 
to  give  us,  when  we  need  them,  all  the  cars  we  need.  When  we  are 
through  with  them  the  other  sections  of  the  country  having  much 
travel  can  have  all  they  need.  Now,  if  you  were  to  say  to  us,  “  You 
must  not  do  that;  you  must  supply  these  cars,”  see  what  the  effect 
would  be. 

Mr. Tuttle, 957.  These  cars  cost  from  fifteen  to  twenty  thousand  dollars  apiece,  and 
the  Boston  and  Maine  road  does  riot  need  them  more  than  four 
months.  Now,  should  we  be  called  upon  to  buy  300  cars  at  $20,000 
apiece  and  put  them  on  sidetracks  for  eight  months  in  the  year,  so 
that  we  should  be  the  instrumentality,  and  not  the  Pullman  Company? 
The  same  thing  is  true  of  refrigerators.  You  know  that  during  July  the 
peach  crop  moves  from  Georgia.  It  is  worth  everything  to  ( ieorgia  to  get 
that  peach  crop  to  market.  But  after  that  peach  crop  is  shipped  in  July 
they  may  have  nothing  to  send  in  refrigerator  cars.  Could  the  roads 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


101 


in  North  Carolina  supply  the  cars  for  that?  Take  it  again:  In  the 
earlier  season  they  send  out  from  the  Pamlico  Sound  region  in  North 
Carolina  60  or  70  cars  a  day  of  strawberries  for  a  week.  They  need 
those  60  or  70  a  day  as  much  as  the  fellow  in  New  Orleans  needed  his 
gun.  How  is  the  road  in  North  Carolina,  with  its  limited  facilities, 
going  to  supply  the  shipper  of  strawberries  and  small  fruits  with  the 
cars  which  would  be  required  by  them  for  two  or  three  weeks?  It  is 
an  utter  impossibility. 

This  objection  is  recognized  by  certain  witnesses  who 
yet  believe  in  the  annihilation  of  the  private-car  system. 

The  recommendation  submitted  by  this  class  of  witnesses 
is  that  the  railways  should  provide  the  equipment,  but  that 
this  may  be  done  by  any  means  which  approves  itself  to 
the  railways  from  a  business  point  of  view. 

A  slight  modification  of  this  point  of  view  was  expressed 
lyv  Mr.  Midgley  when  he  testified  before  the  Interstate 
Commerce  Commission  in  its  hearings  relative  to  private 
cars  in  1904.  The  economies  of  the  present  system  of  pri¬ 
vate  cars  were  recognized,  and  when  asked  for  his  definite 
recommendation  relative  to  the  evils,  he  said: 

I  want  to  form  an  equipment  company  to  be  controlled  by  the 
railroads  and  that  would  treat  all  shippers  alike  *  *  *  an  equip¬ 
ment  company  to  control  those  cars.  That  is  the  way  out  of  the 
difficulty. 

The  type  of  business  organization  suggested  by  this  rec¬ 
ommendation  is  that  of  unincorporated  fast  freight  lines. 

Some  such  organization  at  least  would  be  necessary  in 
order  to  provide  for  the  economic  distribution  of  special¬ 
ized  cars.  For  illustration  of  this  point  reference  may 
again  be  made  to  the  testimony  of  the  president  of  the 
Boston  and  Maine  Railroad.  He  says: 

Let  me  explain  a  little  further.  These  products  of  meats  are  pro-  Mr.  Tuttle,  956, 
duced  in  certain  localized  sections,  and  out  of  those  localized  sections  957- 
run  certain  railroads,  but  they  do  not  carry  the  traffic  to  destination. 

They  carry  as  far  as  they  go  and  then  hand  it  over  to  some  other  rail¬ 
road.  Take,  for  instance,  the  Boston  and  Maine,  which  probably  car¬ 
ries  into  Boston  90  per  cent  of  all  the  dressed  meats  from  the  West. 

It  has  various  lines  over  which  they  come,  but  it  does  not  originate  a 
pound  of  this  freight.  Now,  suppose  the  Boston  and  Maine  Railroad 
should  be  called  upon  to  supply  its  quota  of  refrigerator  cars.  It 
would  have  no  means  of  distributing  those  cars  or  getting  them  to  the 
point  of  origin  of  the  product  unless  the  intermediate  line  was  willing 
to  take  them  there. 

In  the  ownership  of  private  car  lines  you  have  a  central  distributing 
office,  which  insures  the  movement  of  those  cars  to  the  point  where 
the  traffic  originates  with  all  the  promptness  necessary. 

A  second  class  of  recommendations  submitted  to  the 
committee  is  addressed  to  the  regulation  rather  than  to 
the  annihilation  of  the  private-car  system. 

Those  who  advocate  regulation  rather  than  the  annihila¬ 
tion  of  the  private-car  system  propose  that  private-car 
companies  should  be  placed  under  the  jurisdiction  of  the 
Interstate  Commerce  Commission.  This  suggestion  rests 
upon  the  general  principle  that  all  services  incident  to 
transportation,  whether  primary  or  accessorial,  should 


102 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Dean,  267. 


Mr.  Tuttle,  948. 


Mr.  Clements, 
3230. 


Mr.  Clements, 
3232. 


Mr.  Mead,  2595. 


be  subjected  to  the  same  supervision  and  regulation.  As 
expressed  by  a  shipper : 

We  do  not  care  how  the  refrigerator  cars  are  provided,  whether  by 
the  railroad  companies  themselves  or  through  private-car  companies. 
It  may  be  that  the  private-car  system  is  the  better,  but  we  contend 
that  the  refrigerator-car  service  is  a  part  of  the  transportation  system, 
a  facility  of  the  public  highway.  No  matter  by  whom  the  cars  may 
be  owned  they  should  be  under  the  same  control  as  the  railroads. 
Until  this  is  done  we  do  not  feel  that  our  industry  is  safe  or  that 
there  is  any  prospect  for  its  permanent  growth. 

As  expressed  by  a  representative  of  the  railway  interest: 

Mr.  Tuttle.  I  would  make  every  instrumentality  that  is  used  as  a 
part  of  railway  service  subject  to  the  interstate-commerce  law,  just  the 
same  as  the  railways. 

The  Chairman.  The  same  as  the  railways? 

Mr.  Tuttle.  I  think  that  is  the  simple  thing  to  do. 

Senator  Cullom.  Would  you  interfere  with  the'  ownership? 

Mr.  Tuttle.  It  makes  a  difference  who  owns  things,  provided  they 
are  obliged  to  perform  their  service. 

Senator  Cullom.  Under  general  law? 

Mr.  Tuttle.  Under  general  law.  In  answer  to  that,  Senator  Cul¬ 
lom,  I  should  say  it  would  not  make  any  difference  at  all  if  one  man 
owned  all  the  railways  of  the  country;  the  railways  and  their  service 
are  the  things  that  are  regulated,  not  the  owner. 

As  expressed  by  a  member  of  the  Commission: 

The  Chairman.  Would  you  suggest  any  amendment  to  the  existing 
law  to  provide  that  the  private-car  lines  or  private-car  systems  be  put 
under  the  interstate-commerce  law,  subjecting  them  to  all  the  pro¬ 
visions  of  law  relating  to  interstate  carriers? 

Mr.  Clements.  I  have  thought  that  it  was  necessary  to  the  ends  of 
justice  that  the  service  in  connection  with  refrigeration  should  in  some 
way  be  amenable  to  the  same  jurisdiction  that  the  freight  rates  are, 
however  that  can  be  done. 


And  the  witness  adds,  in  answer  to  another  question, 
that  the  car  lines  should  “publish  their  rates  like  the  rail¬ 
roads  publish  freight  rates/1 
The  main  objection  to  the  above  plan  comes  from  the 
shippers  who  make  use  of  this  class  of  equipment,  the 
ground  of  objection  being  that  the  shipper  loses  the  advan¬ 
tages  that  arise  from  dealing  with  a  single  corporation. 
In  case  of  loss  or  damage,  for  example,  responsibility 
would  be  divided  and  adjustment  would  consequently 
become  more  difficult.  The  task  of  localizing  the  respon¬ 
sibility  for  discriminations  also,  should  the  discrimina¬ 
tions  complained  of  lie  in  the  character  of  services  ren¬ 
dered,  would  lie  increased. 


Senator  Dolliver.  It  has  been  suggested  that  the  interstate-com¬ 
merce  law  be  so  amended  as  to  include  these  private-car  line  companies 
engaged  in  interstate  commerce;  that  they  should  be  subjected  to  the 
interstate-commerce  law,  and  be  required  to  share  all  responsibilities 
of  a  common  carrier.  What  is  your  objection  to  that? 

Mr.  Mead.  Simply  this:  While  we  feel  that  that  would  be  a  distinct 
advantage  over  the  present  situation,  yet  that  would  bring  into  the 
problem  two  common  carriers  engaged  in  our  business. 

Senator  Dolliver.  What  difference  does  that  make  if  the  rates  are 
required  to  be  published  and  filed  with  the  Commission? 

Mr.  Mead.  It  would,  being  a  divided  resp  onsibility;  for  instance,  if 
a  car  arrived  in  poor  order  the  Armour  Co  mpany  would  say  the  rail- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


103 


roads  were  to  blame,  and  the  railroad  companies  would  say  that  the 
Armour  Car  Lines  were  to  blame;  so  there  would  be  a  divided  respon¬ 
sibility. 

As  a  means  of  obviating  the  objection  of  dividing  the 
responsibility,  it  is  proposed  to  extend  the  meaning  of  the 
word  4 4  transportation”  to  include  all  services  rendered  in 
connection  with  the  carriage  of  goods.  This  proposal  re¬ 
gards  the  business  of  transportation  as  composed  of  two 
classes  of  services — the  primary  service  of  carrying  the 
goods  and  the  accessorial  service  of  caring  for  the  goods 
while  in  transit,  whenever  such  care  calls  for  special 
facilities  or  special  equipment.  The  proposition  under 
consideration  is  that  the  carrier  be  held  responsible  for 
the  accessorial  as  well  as  for  the  primary  service,  that 
the  tariff  should  be  the  tariff  of  the  carrier  and  not  of  the 
car  owner  and  should  include  the  charges  for  both  classes 
of  services,  and  that  any  action  of  any  kind  growing  out 
of  this  service,  so  far  as  warranted  by  Federal  statute, 
should  be  addressed  to  the  carrier  and  not  to  the  owner  of 
special  facilities. 

This  opinion  finds  frequent  expression  in  the  testimony. 

The  following  quotation  states  clearly  the  point  of  view: 

/ 

I  would  make  the  railroads  responsible  for  everything  transported  o  Mr.  Cockrell, 
on  tljeir  lines,  the  private  cars  and  private  car  lines  and  everything,  33/4, 
and  would  make  them  report  to  the  Commission  just  as  they  do  now 
the  rates  for  everything.  They  report  some  things  now.  I  would 
make  them  report  everything — the  rates  for  icing,  and  everything  of 
that  kind.  I  think  the  railroads  ought  to  be  responsible  for  it. 


It  should  be  noted  at  this  point  that  a  number  of  wit¬ 
nesses  denied  the  existence  of  the  alleged  abuses,  and  that 
many  shippers  in  refrigerator  cars  testified  to  their  satis¬ 
faction  with  present  conditions. 

Recommendations  relative  to  tap  line ,  or  industrial  rail¬ 
ways. — By  tap  line,  or  industrial  railway,  is  meant  a  rail- 
way  that  runs  from  the  line  of  a  through  carrier  to  the 
property  of  some  lumbering,  mining,  or  manufacturing- 
corporation,  the  line  in  question  being  the  property  of  the 
business  corporation  and  not  that  of  the  through  carrier. 
Such  lines  are  commonly  organized  and  equipped  as  rail¬ 
ways  and  enter  into  joint  agreements  for  the  division  of 
through  traffic,  or  they  may  be  in  the  nature  of  a  spur  or 
branch  leading  to  a  factorv  and  serve  as  the  occasion  for 
the  payment  of  an  arbitrary.  These  lines  are  used  pri¬ 
marily,  if  not  exclusively,  in  delivering  the  freight  of 
their  manufacturing  or  mercantile  owners  to  the  through 
carrier,  the  through  freight  being  paid  by  the  shipper  in 
his  capacity  of  shipper,  a  portion  of  which  comes  back  to 
him,  however,  in  his  capacity  of  carrier. 

From  this  cursory  description  it  is  evident  that  the  com¬ 
plaints  incident  to  tap  lines,  or  industrial  railways,  are 
traceable  to  the  same  situation  as  that  already  considered 
in  the  case  of  private  cars.  The  shipper  is  the  owner  of 
a  facility  of  transportation,  and  as  such  is  in  a  position  to 


See  references. 

p.  18. 


104 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Elliott, 
3279. 


Mr.  Gardner, 
1628, 1629. 


Mr.  Mitchell, 
2214. 


Mr.  Proutv, 
2912. 


secure  concessions  from  the  carrier  not  granted  to  compet¬ 
ing  shippers.  The  explanation  of  this  system  of  industrial 
railways,  in  its  origin  at  least,  is  found  in  the  disinclina¬ 
tion  of  carriers  to  respond  to  the  demands  of  shippers 
located  along  their  line  for  private  tracks  or  special  facil¬ 
ities,  as  ma}T  he  read  from  the  following  statement: 

Railroads  have  naturally  been  unwilling  to  spend  the  money,  in 
every  case,  for  private  tracks  for  an  industry  the  success  of  which  was 
uncertain.  As  a  result,  those  promoting  a  given  industry  have  put 
in  their  own  side  tracks,  furnishing  their  own  switch  engines  with 
their  works,  and  delivered  their  own  business  to  the  railways.  Inci¬ 
dent  to  this  there  have  been  some  cases  of  excessive  payments  to  the 
owners  of  private  side  tracks  and  private  switch  engines,  but  here 
again  the  evolution  of  the  business  and  the  better  experience  and  judg¬ 
ment  of  the  railroad  officers  are  eliminating  any  such  payments. 

The  complaints  of  witnesses  relative  to  the  part  played 
by  industrial  railwa}^s  are  more  simple  and  direct  than  in 
the  case  of  private  cars.  These  lines,  it  is  asserted,  lend 
themselves  easily  to  the  payment  of  secret  rebates,  and  are 
made  the  occasion  of  unjust  discrimination  between  ship¬ 
pers.  The  following  illustration  is  submitted  by  a  wit¬ 
ness  engaged  in  the  business  of  manufacturing  yellow-pine 
lumber.  Referring  to  a  particular  ease,  he  said: 

Mr.  Gardner.  *  *  *  In  the  testimony,  or  in  the  presentation 
of  this  case,  of  course  a  great  many  facts  were  developed  with  regard 
to  the  practices  down  there,  and  it  was  clearly  established  that  the 
rate  was  an  unreasonable  one;  that  some  of  the  defendants  were  giving 
rebates — allowances  from  their  tariff  charges — that  made  in  effect  a 
lower  rate,  and  the  railroads  carrying  lumber  from  another  section  of 
the  country  west  of  the  Mississippi  River  had  in  practice  practically 
universally  an  arrangement  whereby  an  allowance  was  made,  which 
was  called  a  “tap-line  allowance.” 

Senator  Foraker.  Which  was  called  what? 

Mr.  Gardner.  A  tap-line  allowance;  that  is,  where  the  logging 
radroad  for  carrying  the  logs  to  the  mill  received  a  division  of  the 
rates,  either  on  the  logs  or  on  the  lumber,  which,  in  effect,  reduced 
the  tariff  anywhere  from  2  to  6  cents  a  hundred. 

A  witness  engaged  in  the  manufacture  of  wagons  in 
Arkansas,  after  submitting  the  opinion  that  it  is  u  unnec¬ 
essary  at  the  present  time  to  pass  any  further  laws  bear¬ 
ing  on  the  railway-rate  question,”  said: 

I  want  to  make  one  exception  to  that  statement,  and  that  is  as  to 
the  private  car  and  the  private  side  track  or  terminal  facilities  propo¬ 
sition,  as  it  may  be  termed.  I  believe  both  of  them,  and  especially 
the  terminal  side-track  matter,  could  be  made  of  great  injustice  to  the 
shippers — to  the  manufacturers — and  would  be  the  means  of  giving 
some  undue  preference  over  others. 

A  member  of  the  Interstate  Commerce  Commission,  in 
reply  to  a  question,  expressed  himself  as  follows: 

If  you  want  to  stop  the  payment  of  rebates,  Senator,  in  my  judgment 
you  have  got  to  provide  certain  things.  In  the  first  place  you  have 
got  to  take  care  of  the  terminal  railroad. 

The  same  general  conclusion  finds  support  in  the  testi¬ 
mony  of  the  president  of  the  Boston  and  Maine  Railroad. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


105 


Senator  Clapp.  Speaking  of  terminal  charges,  it  is  claimed  quite  Mr.  Tuttle,  959. 
currently,  perhaps,  that  the  terminal  charge,  or  the  charge  that  is 
made  to  the  short  lines,  not  at  the  points  of  distribution,  but  at  the  point 
of  the  origin  of  the  traffic,  is  used  as  a  cloak  for  discrimination.  What 
do  you  know  or  think  of  that? 

Mr.  Tuttle.  I  think  you  intend  me  to  understand  that  an  allowance 
is  made  to  the  short  initiative  line,  which  is  a  compensation  to  it? 

Senator  Clapp.  Yes;  and  that  is  a  cloak. 

Mr.  Tuttle.  I  can  have  only  one  opinion  about  that.  That  is  a 
subterfuge — that  is,  a  discrimination — and  I  believe  the  law  is  suffi¬ 
cient  to  take  care  of  that  to-day.  If  it  is  not,  it  ought  to  be  amended. 

There  are  few  specific  recommendations  in  the  testimony 
submitted  to  the  committee  bearing  upon  remedies  for  the 
evil  of  rebates  and  discriminations  through  the  agency  of 
tap  line  and  manufacturing  railways.  The  suggestion 
that  these  lines  be  obliged  to  accept  the  mileage  appor¬ 
tionment  of  the  through  rate  finds  some  support,  but 
against  this  may  be  cited  the  opinions  of  several  witnesses 
to  the  effect  that  these  terminal  raihvavs  are  entitled  to 
more  than  a  mileage  apportionment.  A  single  quotation 
will  make  clear  the  reasonableness  of  this  contention  : 


A  railroad  is  entitled  to  something  for  putting  its  railroad  at  the  Mr.  Vining, 
service  of  the  one  that  wants  it,  and  for  furnishing  the  side  track  and  1706, 
the  cars,  etc.,  in  which  to  put  the  product.  That  service  is  just  the 
same  whether  the  freight  is  moved  5  miles  or  5,000  miles;  it  does  not 
make  any  difference;  and  the  railroad  ought  to  get  some  compensation 
in  that  way.  In  some  divisions  they  are  allowed,  for  instance,  3  cents 
per  hundred  pounds,  or  cents  per  hundred  pounds,  for  terminal 
expenses;  and  then  the  remainder  is  divided.  There  are  different 
rates,  you  know,  just  such  as  the  railroad  companies  are  able  to  agree 
among  themselves  to  be  fair  and  equitable. 

In  the  cross-examination  of  another  witness  the  sugges¬ 
tion  was  made  that  the  remedy  for  tap-line  abuse  lies  in 
the  hands  of  the  through  carriers.  Should  they  refuse  to 
recognize  the  tap  line  as  a  common  carrier,  and,  conse¬ 
quently,  refuse  to  allow  its  claim  as  entitled  to  a  portion 
of  the  through  rate,  or  as  entitled  to  an  arbitrary,  the 
abuse  would  cease  at  once.  It  is  evident,  however,  that 
this  suggestion  implies  an  arrangement  between  the  com¬ 
peting  carriers  which  might  be  regarded  as  illegal  under 
the  Anti-trust  act.  This  is  the  view  of  the  case  entertained 
by  an  attorney  of  the  Baltimore  and  Ohio  Railroad  Com¬ 
pany.  He  says: 


But  suppose  we  undertook  to  agree  as  to  whether  the  railroad  of  one  Mr.  Bond,ii34. 
of  these  large  industrial  concerns  was  a  railroad  in  fact,  or  not — we 
would  be  simply  threatened  with  prosecution,  as  we  have  been,  under 
the  antitrust  act,  and  the  prosecutor  would  have  a  clear  case;  it  would 
be  a  violation  of  that  act. 


The  pertinency  of  the  above  quotation  becomes  evident 
when  it  is  observed  that  the  ability  of  industrial  railways 
to  force  concessions  from  the  carriers  lies  in  the  fact  that 
the  carriers  are  competitors  for  the  long  haul  of  the  freight 
thus  offered.  An  agreement  between  the  carriers  of  the 
kind  suggested  would  clearly  be  an  agreement  in  restraint 
of  trade. 


100 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.Vining,  1691. 


Mr.  Clements, 
3230,  3231. 


Mr.  Bird,  2277. 


A  second  suggestion  is  found  in  the  recommendation 
that  “  Every  terminal  railway  which  gets  its  owners  a  like 
advantage  (that  is  to  say  an  advantage  similar  to  the 
advantage  accruing  to  the  owners  of  private  cars)  should 
be  thus  absorbed."  This  suggestion,  it  may  be  remarked, 
is  a  part  of  a  broader  suggestion  which  favors  the  consoli¬ 
dation  of  the  rail  wavs  of  the  United  States  into  one  great 
system,  the  witness  believing  that  it  would  be  to  the 
public  advantage  just  as  previous  consolidations  have 
been."  Regarded  in  this  light  it  is  scarcely  a  pertinent 
suggestion  in  view  of  the  legislative  problem  which  now 
claims  the  attention  of  the  committee. 

The  feasible  recommendation  would  seem  to  be  that  the 
apportionment  of  a  through  rate  between  the  carriers  who 
join  in  making  it,  as  well  as  the  reasonableness  of  the  rate 
itself,  should  be  placed  under  governmental  supervision. 
As  expressed  by  a  witness: 


Agreement  as  to  the  division  of  through  rates  between  connecting 
carriers  should  also  be  placed  under  the  supervision  of  the  Commis¬ 
sion  in  such  a  way  as  to  prevent  the  allowance  of  an  excessive  propor¬ 
tion  to  a  small  private  line  in  such  a  way  as  practically  to  constitute  a 
rebate. 


That  such  a  proposal  meets  the  difficulty  encountered 
by  the  Commission  in  the  investigation  of  this  class  of 
cases  is  evidenced  by  the  response  of  one  of  the  Commis¬ 
sioners  to  a  question  asked  by  the  chairman  of  this  com¬ 
mittee: 


Mr.  Clements.  The  Commission  has  investigated  a  few  cases  of  that 
kind  where  it  was  satisfied  that  a  manufacturing  establishment  which 
had  a  short-line  switch  or  short  road  was  getting  an  undue  and  unrea¬ 
sonable  amount  of  the  through  rate  which  would  be  awarded  to  the 
railroad.  It  would  he  incorporated  as  a  railroad,  and  the  Commission 
has  no  power  to  destroy  its  charter.  It  is  incorporated  and  acting  as 
a  railroad,  and  is  coupled  with  a  joint  tariff  with  a  real  railroad,  and 
we  thought  it  got  such  an  undue  proportion  of  the  through  rate  as  to 
amount  practically  to  a  rebate. 


Recoin mentations  relative  to  term  inals  and  elevator*. — 
The  arguments  contained  in  the  testimony  relative  to  ele¬ 
vators  and  other  terminal  facilities  are  of  the  same  general 
character  as  those  already  passed  in  review  with  regard 
to  private  and  industrial  railways,  differing  only  as  the 
use  of  terminals  in  connection  with  transportation  differs 
from  the  other  accessorial  agencies  named.  By  some  it  is 
urged  that  “the  new  method"  of  transporting  grain  is 
justifiable  on  account  of  its  greater  economy,  the  idea 
being  that  the  recognition  by  the  carriers  of  elevator 
companies  and  line  buyers  results  in  the  elimination  of 
commissions  and  commission  agencies.  This  idea  is  pre¬ 
sented  in  the  following  quotation  : 


The  modern  method  of  handling  grain  is  this:  You  take  all  thegreat 
trunk  lines  or  agricultural  lines,  such  as  the  St.  Louis,  Northwestern, 
Missouri  Pacific,  the  Rock  Island,  and  the  Burlington,  and  all  to  the 
western  extremity  of  the  grain-producing  district,  and  instead  of  haul¬ 
ing  that  grain  into  the  nearest  market  and  letting  it  be  subject  to  a  com¬ 
mission  rake  off  there,  and  then  be  forwarded  to  the  next  market  and 
be  subject  to  another  commission  there,  they  have  adopted  and  insti- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


107 


tuled  a  system — tlie  public,  not  the  railroads,  have  done  this — of  what 
I  call  line  buyers.  A  man  of  sufficient  means  or  credit  goes  out  on  the 
Burlington  or  the  Union  Pacific,  and  those  great  grain-producing  roads, 
and  starts  a  line  of  little  country  elevators,  having  a  capacity  of  ten  or 
fifteen  thousand  bushels,  and  he  buys  from  the  farmer. 

He  has  his  elevator  at  the  eastern  portion  of  the  territory,  and  he 
buys  this  grain  and  sells  it  direct  to  the  foreign  consumer,  and  he 
does  not  pay  one  cent  of  tribute  from  the  time  he  takes  it  from  the 
farmer’s  wagon  until  he  delivers  it  to  the  consumer.  He  pays  no 
tribute  except  the  cost  of  transportation.  Pie  has  his  own  elevators, 
and  where  they  are  necessary  he  has  accumulating  elevators  or  con¬ 
centrating  houses,  and  in  many  cases  he  has  his  own  ships.  This  man. 
goes  to  Chicago  and,  for  instance,  down  the  lakes  and  the  St.  Lawrence 
River,  or  by  water  to  Buffalo  and  by  canal  before  it  goes  by  rail;  or  it 
goes  out  by  New  Orleans,  and  the  commission  merchant,  as  such,  is 
wiped  off  the  slate;  he  is  practically  gone;  his  occupation  is  gone.  It 
is  that  class  of  men  that  make  these  complaints.  It  is  hard  on  the 
commission  merchant,  who  has  his  rights.  But  shall  we  change  the 
existing  status  of  things  merely  so  that  he  may  take  his  profit  as  a 
middleman  out  of  that  business? 

Whether  the  elimination  of  the  commission  merchant 
is  desirable  or  not  is  a  question  of  public  policy.  The 
general  impression  from  reading  the  testimony  of  wit¬ 
nesses  who  appeared  before  the  committee  is  that  any  step 
in  industrial  organization  which  leads  to  permanent  econo¬ 
mies  should  receive  public  approval.  The  complaints, 
howeArer,  are  of  another  sort.  They  are  that  the  contract 
or  agreement  between  the  carrier  and  the  owners  of  ter¬ 
minal  property  serves  easily  as  a  medium  of  paying  re¬ 
bates  and  leads  naturally  to  mischiefs  incident  to  an 
industrial  monopoly.  The  president  of  the  Chicago  Great 
Western  Railway  expresses  himself  upon  this  point  as 
follows: 

Since  the  injunctions  the  exact  knowledge  of  the  traffic  directors  Mr. 
has  been  exerted  in  the  extremely  difficult  problem  of  how  to  pay  21-H- 
rebates  without  paying  “rebates.”  Nothing  short  of  exact  knowl¬ 
edge  can  do  it.  Hence,  since  the  injunctions  the  traffic  directors  have 
stopped  paying  rebates  on  grain  shipments,  but  in  lieu  thereof  have 
paid  elevator  fees,  a  practice  which  the  Interstate  Commission  has 
sanctioned  as  admissible  under  the  law,  notwithstanding  it  is  evi¬ 
dently  a  rebate  paid  to  elevator  owners  which  is  not  available  to 
ordinary  shippers. 

Nothing  new  appears  in  the  testimony  relative  to  reme¬ 
dial  legislation  designed  to  correct  abuses  incident  to  the 
use  of  terminal  property.  The  principles  suggested  by 
the  discussion  of  private  cars  apparently  pertain  to  this 
class  of  property. 

Major  recommendations  which  reflect  fan  dan  tea  tal  d  ifl'er- 
ences. — The  report  now  comes  to  a  consideration  of  those 
plans  or  recommendations  which  differ  from  each  other  in 
administrative  method,  if  not,  indeed,  in  the  purpose  or 
aim  to  be  attained.  They  reflect  the  various  ideas  enter¬ 
tained  by  witnesses  respecting  fundamental  principles  of 
industry  and  of  law,  which  have  been  passed  in  review, 
and  much  of  the  discussion  suggested  when  these  prin¬ 
ciples  were  under  consideration  may  be  regarded  as  argu¬ 
ments  for  or  against  the  recommendations  now  introduced. 

It  will  be  found,  upon  careful  reviewr  of  the  testimony, 


Stickney, 


108 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


that  the  ideas  entertained  b}T  witnesses  organize  them¬ 
selves  under  two  fundamentally  distinct  points  of  view. 
These  may  be  designated  as  follows: 

First.  The  point  of  view  of  those  who  believe  that,  so 
far  as  remedial  legislation  is  necessary,  it  may  be  expressed 
by  a  single  legislative  act.  These  hold  that  the  standards 
of  obligation  approved  bv  Congress  should  be  completely 
expressed  in  the  statute,  but  that  no  power  should  be  con¬ 
ferred  upon  a  commission,  or  other  agency  that  may  be 
created  for  the  administration  of  the  law,  for  the  continu¬ 
ous  exercise  of  legislative  or  quasi-legislative  authority. 

Second.  The  other  point  of  view  holds  an  entirely  dif¬ 
ferent  opinion  as  to  the  character  of  the  powers  to  be  con¬ 
ferred  upon  the  agency  created  for  the  administration  of 
the  law.  The  advocates  of  this  view  deny  the  ability  of 
any  legislative  enactment  to  prescribe  rules  of  conduct 
sufficiently  detailed  or  exact  to  meet  all  the  abuses  that 
ma}T  arise  in  connection  with  the  operation  of  railway 
property,  and,  consequently,  they  urge  that  a  bodjT  of 
experts  should  be  clothed  with  authority  to  meet  these 
complaints  when  they  arise;  they  contend  that  the  power 
to  lix  lawful  rates  for  the  future  can  not  be  other  than  a 
legislative  power;  and,  having  proved,  as  they  believe, 
that  no  remedy  is  possible  for  many  of  the  mischiefs  inci¬ 
dent  to  railway  practice,  except  by  the  substitution  of  a 
reasonable  rate  or  rates  for  a  rate  or  rates  which  for  any 
reason  are  found  to  be  unreasonable,  they  conclude  that 
the  agency  created  for  the  enforcement  of  the  law  must, 
to  be  effective,  be  the  depository  of  a  limited  portion  of 
quasi-legislative  authority. 

The  political  theory  with  which  this  point  of  view'  is  in 
harmon}7  is  that  the  remedy  for  each  of  the  evils  from  time 
to  time  discovered  is  legislative,  but  must  be  especially 
adapted  to  the  particular  evil  it  is  to  correct,  and  that 
wThile  the  power  to  apply  it  lies  with  Congress,  yet,  inas¬ 
much  as  Congress  is  not  in  constant  session  and  is  not 
possessed  of  the  expert  knowledge  necessary  for  the  pro¬ 
per  determination  of  questions  of  detail,  it  will  be  obliged, 
in  order  to  provide  an  adequate  remedy  for  the  evils  com¬ 
plained  of,  to  so  define  administrative  jurisdiction  as  to 
include  a  limited  exercise  of  legislative  power. 

Important  remedial  legislation  is  possible  under  either 
of  these  points  of  view.  In  case  the  first  should  receive 
approval  Congress,  if  it  considers  such  action  necessary, 
will  give  further  expression  to  the  standards  of  obliga¬ 
tion  and  rules  of  conduct  to  be  imposed  upon  the  carriers, 
leaving  their  enforcement  to  the  agencies  usually  charged 
writh  the  enforcement  of  the  rules  of  conduct  prescribed  by 
legislation  or  to  other  agencies  especially  created  for  the 
purpose.  Should  the  second  point  of  view  be  adopted, 
Congress  may  content  itself  with  a  statutory  expression 
of  certain  general  principles,  so  far  as  the  standards  of 
obligation  and  rules  of  conduct  are  concerned,  but  must 
define  carefully  the  jurisdiction  of  the  body  to  which  the 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


109 


\ 


administration  of  the  law  is  entrusted  and  must  determine 
clearty  the  political  relations  sustained  by  that  body  to 
other  established  governmental  institutions. 

The  recommendations  contained  in  the  testimony  sub¬ 
mitted  to  the  committee  are  numerous  and  varied,  but 
it  is  believed  that  all  of  them  may  be  grouped  under  the 
one  or  the  other  of  these  two  points  of  view. 

They  contemplate  either  a  single  act  of  the  legislature 
declaratory  of  lawful  conduct  or  they  contemplate  a  com¬ 
mission  to  which  there  is  given  a  clearly  defined  sphere 
for  the  continuous  exercise  of  administrative  discretion, 
which  in  many  of  its  results  will  be  equivalent  to  the  ex¬ 
ercise  of  legislative  authority.  In  its  general  features  the 
law,  as  it  to-day  exists,  is  an  example  of  the  first  method; 
the  current  proposals  looking  to  a  grant  to  the  Commis¬ 
sion  of  the  rate-making  power,  provide  for  resort  to  the 
second  method. 

Plans  which  call  far  a  single  exercise  of  legislative  au¬ 
thority. — -The  arguments  contained  in  the  testimony  center 
about  the  second  of  the  above  proposals  which,  in  effect,  is  a 
proposal  for  conferring  upon  the  Interstate  Commerce  Com¬ 
mission  the  power  to  order  the  substitution  of  a  reasonable 
rate  or  rates  for  a  rate  or  rates  found  upon  investigation 
to  be  unreasonable.  This  being  the  case,  a  presentation 
of  formal  arguments  for  and  against  such  a  policy  will 
be  deferred  until  the  report  comes  to  a  direct  considera¬ 
tion  of  the  proposal  to  confer  upon  the  Commission  the 
rate-making  power.  In  discussing  the  first  proposal,  the 
effort  will  be  to  make  clear  the  character  and  the  function 
of  an  effective  non-rate-making  commission,  so  far  as 
expressed  in  the  testimon}7. 

ft  is  of  course  understood  that  those  who  advocate  a 
non-rate-making  commission  place  great  reliance  upon  the 
deterrent  influence  of  publicity.  Perhaps  the  strongest 
expression  upon  this  point  in  the  testimony  is  the  follow¬ 
ing,  introduced  by  a  question  relative  to  the  private-car 
system : 

The  Chairman.  Have  you  had  any  experience  with  or  knowledge 
of  the  private-car  system — what  are  known  as  refrigerator  cars? 

Mr.  Vining.  Yes,  sir. 

The  Chairman.  Will  you  not  tell  us,  briefly,  from  what  you  know 
of  refrigerator  cars,  whether  you  would  put  them  under  the  inter¬ 
state  act  ? 

Mr.  Vining.  Most  emphatically  I  would,  Mr.  Chairman.  I  would 
have  the  full  light  turned  upon  them.  1  would  have  every  transac¬ 
tion  of  theirs  known  and  made  public. 

The  Chairman.  And  have  all  their  contracts  filed  with  the  Inter¬ 
state  Commerce  Commission? 

Mr.  Vining.  I  would  have  everything  of  that  kind.  What  I  have 
urged  all  through,  consistently,  is  that  the  utmost  publicity  shall  be 
given  to  all  transactions  of  every  nature  connected  with  the  railroad 
business;  that  the  light  shall  be  turned  upon  the  subject,  and  that 
Congress  and  the  people  generally  shall  be  given  full  information  re¬ 
garding  it.  And  I  believe  that  is  the  remedy  for  all  evils.  I  do  not 
believe  evils  will  exist  in  the  full  light,  in  the  full  knowledge  of  the 
American  people. 

The  advocates  of  a  non-rate- making  commission  differ 
from  each  other  in  some  of  the  minor  opinions  which  they 


Mr.  Vining, 
1699. 


110 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Vining, 
1697. 


Mr.  Tuttle,  929. 


entertain  relative  to  the  character  of  the  Commission  and 
the  extent  and  nature  of  the  duties  to  be  performed.  They 
agree,  however,  that  the  compelling  power,  in  case  it  is 
necessary  to  use  compulsion  to  insure  lawful  conduct  on 
the  part  of  carriers,  should  lie  with  the  courts,  and  that 
the  nature  of  the  orders  issued  the  Commission,  if  the 
issuance  of  orders  is  to  be  continued,  should  hold  in  mind 
a  review  by  the  courts  unless  they  are  voluntarily  obeyed. 

The  following  citations  of  testimony  make  clear  what  is 
recommended  by  certain  witnesses  who  oppose  the  creation 
of  a  rate-making  commission.  The  first  is  from  the  wit¬ 
ness  quoted  above  in  support  of  the  extreme  application  of 
the  principle  of  publicity: 


The  Chairman.  You  outlined  in  your  remarks  what  powers  you 
would  confer  on  the  Commission.  You  would  take  away  these  semi¬ 
judicial  powers,  would  you? 

Mr.  Vining.  I  would  take  away  all  legislative  and  judicial  powers. 
I  would  have  them  act  simply  as  an  executive  body  in  the  three  direc¬ 
tions  that  I  have  indicated — first,  to  obtain  information;  second,  to 
investigate  and  put  a  stop  to  any  evils  that  now  exist - 

The  Chairman.  And  bring  suits? 

Mr.  Vining.  And  bring  suits  on  them  in  the  courts;  and  third,  to 
act  as  harmonizers,  arbitrators,  conciliators. 

The  president  of  the  Boston  and  Maine  Railroad  sub¬ 
mits  his  recommendation  in  the  following  language: 

I  believe  that  the  railroads  have  a  right  to  think  that  the  Interstate 
Commerce  Commission’s  duty  should  begin  and  end  with  the  investi¬ 
gation  of  complaints  *  *  *  I  think  the  Commission  ought  to  be 
kept  so  free  from  all  claims  upon  its  time  in  regard  to  these  extrane¬ 
ous  matters  that  it  could  devote  all  the  time  necessary  to  hearing  com¬ 
plaints  and  investigating  them.  And  then  I  do  not  think  that  the 
Commission  ought  to  try  the  complaints.  I  think  that  if,  after  the 
investigation  has  closed,  they  find  that  something  needs  to  be  done  to 
apply  the  law,  the  law  should  be  so  changed  as  to  make  it  their  duty 
to  report  to  the  Department  of  Justice,  and  let  the  subject  be  turned 
over  to  the  district  attorneys  for  prosecution  before  the  courts  for  a 
determination  as  to  the  reasonableness  of  the  rate  or  regulation,  so  that 
there  may  be  a  quick ’adjudication  of  the  matters  before  the  courts  that 
have  ultimate  jurisdiction. 

If  some  change  in  the  law  should  be  made  in  that  direction,  I  think 
that  the  business  would  be  greatly  expedited;  that  there  would  be  less 
reason  for  complaint  than  there  is  to-day  of  delays  in  getting  cases 
passed  upon;  that  the  railroads  themselves  would  welcome  some  such 
procedure  as  that. 

The  counsel  for  the  Atchison,  Topeka  and  Santa  Fe 
Railway  who,  it  will  be  remembered,  is  responsible  for 
the  suggestion  that  the  right  of  review  on  the  part  of  the 
courts  is  limited  to  such  rate  cases  as  involve  Common  Law 
principles  relative  to  confiscation  and  extortion,  proposes 
that  sections  13,  14,  and  15  of  the  Act  of  1887  be  radically 
modified,  and  that  the  character  and  activities  of  the  Com¬ 
mission  be  adjusted  accordingly. 

His  argument,  which  covers  several  pages  in  the  testi¬ 
mony,  may  be  easily  indicated: 


Mr.  Morawetz.  Before  drafting  any  bill  giving  additional  powers  to 
the  Interstate  Commerce  Commission  it  is  of  course  essential  to  deter¬ 
mine  precisely  what  the  object  of  the  proposed  legislation  is.  If  the 
object  and  result  to  be  accomplished  is  merely  to  prevent  railway  com- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Ill 


panics  from  charging  excessively  high  rates  and  to  prevent  railway 
companies  from  discriminating  in  their  rates,  I  believe  that  a  bill  could 
be  drawn  which  would  accomplish  that  result,  and  which  would  do 
no  harm  to  any  vested  interests,  and  would  be  welcomed  by  the  rail¬ 
way  companies  as  well  as  by  the  public.  I  should  like  to  suggest  to 
the  committee  the  lines  upon  which  I  think  a  bill  could  be  drawn 
which  would  accomplish  these  results. 

In  the  first  place,  I  do  not  agree  with  those  who  think  that  the 
Interstate  Commerce  Commission  is  of  no  use  whatever.  *  *  *  Of 
course  no  statute  is  self-executing.  The  interstate-commerce  act  pro¬ 
hibited  unreasonably  high  rates  and  it  prohibited  discrimination  of 
all  kinds.  That,  of  course,  was  not  enough.  You  have  got  to  have 
machinery  to  carry  out  a  statute.  In  this  city  there  is  a.  code  of  crim¬ 
inal  laws  prohibiting  all  sorts  of  crimes  and  misdemeanors,  but  if  there 
were  no  police  to  arrest  those  who  break  the  law,  and  no  department 
of  justice,  no  district  attorney’s  office  to  prosecute  those  who  violate 
the  law,  very  few  crimes  and  misdemeanors  would  be  punished  and  a 
reign  of  lawlessness  would  very  soon  result. 

The  reason  why  the  prohibitions  of  the  interstate-commerce  act 
against  unreasonably  high  charges  and  against  discriminations  were 
not  enforced  is  that  no  adequate  police  of  interstate  commerce  was 
provided.  *  *  * 

The  witness  here  refers  to  and  quotes  the  twelfth  section  of  the  act 
of  1887,  as  amended  in  1889  and  1891.  This  section,  it  will  be  remem¬ 
bered,  provides  for  investigation. 

Now,  unfortunately,  the  Interstate  Commerce  Commission  did  not 
devote  its  time  and  effort  to  the  performance  of  its  duties  under  this 
section.  *  *  *  If  the  Commission  would  stop  hearing  complaints 

before  it  and  would  really  devote  itself  to  the  performance  of  the  duty 
imposed  upon  it  by  the  twelfth  section  of  the  act,  I  believe  that  there 
would  be  but  very  little  ground  for  complaint  on  account  of  the  viola¬ 
tion  of  the  provisions  of  this  act. 

Senator  Dolliver.  But  the  duty  of  holding  these  hearings  is  also 
imposed  by  law. 

Mr.  Morawetz.  Yes,  sir.  I  was  going  on  to  say  that  I  think  it 
would  greatly  increase  the  usefulness  of  the  Commission  if  sections  13, 
14,  and  15  of  the  act  were  amended  so  as  to  put  an  end  to  the  hearings 
before  the  Interstate  Commerce  Commission.  *  *  * 

The  Interstate  Commerce  Commission  should  be  made  the  effective 
police  of  interstate  commerce  in  the  United  States.  They  should  be 
required  effectively  to  prosecute  violations  of  the  law  whenever  they 
occur.  *  *  * 

My  recommendation,  therefore,  is  that  the  Commission  should, 
whenever  it  thinks  that  any  provision  of  the  law  is  being  violated, 
either  by  charging  excessive  rates  or  by  discrimination  or  by  disre¬ 
garding  any  of  the  interstate-commerce  acts,  immediately  institute  a 
proceeding  in  a  suitable  court  for  the  proper  relief. 

This  same  point  of  view  is  presented  in  another  way : 

Mr.  Hines.  *  *  *  The  theory  of  the  present  law  is  that  it  is  the 
court  which  gives  efficacy  to  the  act;  that  the  Commission  is  simply 
an  assistant  to  the  complainants  and  to  the  public  in  the  enforcement 
of  the  act,  and  it  resorts  to  the  court  to  compel  compliance  with  any 
of  its  orders  which  the  carriers  do  not  observe.  *  *  * 

So  that,  taking  into  consideration  the  experience  under  the  inter¬ 
state-commerce  act  for  eighteen  years,  there  is  no  basis  at  all  for  the 
claim  that  what  might  be  called  the  preventive  method  of  dealing 
with  unlawful  rates  is  useless.  As  I  say,  the  orders  of  the  Commission 
have  been  complied  with  except  in  cases  where  the  Commission  made 
an  unlawful  order  or  where  the  carrier  has  believed  that  it  was  so. 
So  far  as  experience  goes,  it  fully  sustains  the  position  that  1  take,  that 
this  is  a  practicable  method  of  dealing  with  this  subject. 

Undoubtedly  Congress  can  enlarge  the  means  for  the 
enforcement  of  any  standards  of  obligation  which  it  may 
approve  without  delegating  any  part  of  its  rate-making 
power.  Most  of  the  recommendations  looking  in  this 


Mr.  Morawetz, 
811, 812. 


Mr.  Hines,  1010, 
1011. 


112 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


direction  involve  the  restriction  of  the  functions  of  the 
Commission,  in  the  manner  suggested  above,  to  those  of 
preliminary  investigation  and  prosecution. 

They  suggest  (a)  the  enlargement  of  the  rights  of  the 
Commission  as  a  complainant  in  equity  in  the  Federal 
courts  for  the  correction  of  illegal  rates  and  practices  and 
(b)  the  extension  of  the  statutory  power  of  the  courts  to 
control  rates  for  the  future.  That  the  latter  suggestion 
involves  a  controverted  legal  question  has  already  been 
brought  put.  Some  witnesses  suggest  that  this  question 
be  avoided  by  requiring  the  courts  to  find  as  a  fact  what 
rate  or  regulation  would  have  been  reasonable  under  the 
circumstances  of  each  case  and  by  a  general  statute  making 
the  rate  or  regulation  thus  approved  the  only  lawful  rate 
or  regulation  during  the  continuance  of  circumstances  and 
conditions  substantially  similar  to  those  presented  to  the 
court. 

It  seems  to  have  been  somewhat  upon  the  lines  of  this 
general  policy  that  the  amendment  of  It 03  was  drawn, 
which  provides,  among  other  things,  that  “whenever  the 
Interstate  Commerce  Commission  shall  have  reasonable 
ground  for  belief”  that  a  common  carrier  is  guilty  of 
“discriminations  forbidden  by  law"  the  Commission  may 
go  into  a  court  of  equity  and  get  an  injunction  com¬ 
pelling  the  company  to  desist  from  such  alleged  discrimina¬ 
tion.  “  I  want  to  make  it  clear,”  said  one  witness,  that — 

Mr.  Bond,  1392.  *  *  *  The  present  act  is  a  good  act,  tested  by  time  and  perfected 

by  the  Elkins  law  in  the  only  serious  defect  in  the  remedy  that  time 
has  developed. 


Says  another  witness: 

Mr.  Hines,  1008.  Mr.  Hines.  Under  the  Elkins  act  of  1903  the  procedure  or  going 
through  a  formal  hearing  before  the  Commissioner  in  order  to  secure 
an  order  condemning  the  carriers’  rates  is  not  necessary  in  any  case 
involving  unjustly  discriminatory  rates.  *  *  *  So  that  for  all 

practical  purposes  almost  every  complaint  that  may  arise  as  to  unrea¬ 
sonable  or  unjustly  discriminatory  rates  can  now  be  brought  in  the 
first  instance  in  the  circuit  court  by  the  Interstate  Commerce  Com¬ 
mission  whenever  it  has  good  reason  to  believe  that  the  law  has  been 
violated,  without  the  necessity  of  the  Commission  taking  the  time  to 
have  a  formal  hearing  and  prepare  a  formal  opinion. 

The  members  of  the  Interstate  Commerce  Commission, 
however,  express  some  doubt  as  to  the  significance  of  this 
feature  of  the  amendment  of  1903. 


Mr.  Prouty,  I  have  not  understood,  and  I  do  not  think  the  Commission  has  un- 
derstood,  that  the  Elkins  bill  added  anything  practically  to  our  power 
to  correct  a  discrimination  in  the  published  tariff;  perhaps  it  does. 
The  view  of  it  you  suggest  had  never  quite  occurred  to  me.  1  do  not 
see  how  you  could  gain  anything  under  the  Elkins  bill.  I  do  not 
believe  you  would  gain  anything  by  going  directly  into  the  court.  I 
do  not  believe  the  remedy  which  the  court  can  apply  is  any  broader 
now  than  before  the  Elkins  bill  was  passed. 


Pp.  54,  55. 


Mr.  Ripley,  2330. 


This  question  appears  to  have  been  discussed  by  the 
Supreme  Court  in  an  opinion  already  quoted  in  this  report. 

Another  witness,  commenting  upon  this  amendment,  calls 
attention  to  the  fact  that  its  efficiency  must  be  judged  in 
view  of  the  decisions  of  the  Federal  courts  as  to  what  con- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


113 


stitutes  a  “discrimination  forbidden  by  law.”  In  his 
opinion  the  efficiency  of  the  Elkins  law  is  in  large  meas¬ 
ure  counteracted  bv  the  manner  in  which  the  courts  under¬ 
stand  the  phrase  “under  similar  circumstances  and  condi¬ 
tions,"  as  used  in  the  act  of  1887.  The  material  for 
judging  this  question  will  be  found  in  another  part  of  this 
report. 

It  would  be  unfair  to  those  who  advocate  the  perpetua¬ 
tion  of  a  non-rate-making  commission  to  conclude  that  such 
a  recommendation  necessarily  implies  the  abandonment  of 
all  attempts  to  exercise  additional  govermental  supervision 
over  discriminations  within  the  published  tariffs. 

The  demand  for  further  statutory  interpretation  of 
sections  2,  3,  and  1  comes  for  the  most  part  from  those 
witnesses  who  advocate  a  rate-making  commission;  but 
this  is  a  strategic  rather  than  a  logical  necessity.  It 
would  be  quite  competent  for  Congress  to  approve  the 
practice  of  the  Commission  of  entertaining  complaints 
which  touch  the  relative  unreasonableness  of  schedule 
rates  and  of  issuing  orders  to  the  carriers  to  “cease  and 
desist”  from  charging  the  rates  condemned,  while  at  the 
same  time  it  withholds  its  approval  from  the  proposition 
that  the  order  mav  include  the  substitution  of  a  reasonable 
rate  for  a  rate  found  unreasonable,  or  that  it  should  have 
the  force  of  a  statute  pending  review  by  the  court. 

If  Congress  regards  as  unreasonable  and  improper  the 
adjustments  of  rates  which,  while  not  prohibited  under  the 
present  law  as  interpreted  by  the  courts,  are  the  subject 
of  complaint,  it  may,  without  establishing  a  rate-making 
commission,  go  as  far  as  its  wisdom  suggestsin  the  minute 
and  detailed  declaration  of  the  standards  of  obligation  to 
be  enforced  by  the  courts,  aided  by  a  non-rate-making  com¬ 
mission,  and  in  elaborating  the  criteria  of  reasonableness 
or  limiting  the  circumstances  and  conditions  which  may 
constitute  substantial  dissimilarity  within  the  meaning  of 
the  statute.  From  this  point  of  view  one  of  the  most  fruit¬ 
ful  recommendations  in  the  testimony  is  that  the  commit¬ 
tee  “may  appropriately  consider  what  are  the  rules  of  Mr.  Knapp, 
conduct  prescribed  by  the  present  law  which  are  made-  3293, 
quate,  insufficient,  and  lacking  in  definiteness.” 

The  pertinency  of  this  suggestion  is  developed  by  the 
witness  from  whom  these  words  are  quoted,  by  referring 
to  what  he  considers  the  unsatisfactory  condition  of  law 
with  regard  to  that  class  of  discriminations  contemplated 
by  the  4th  section,  and  b}^  the  present  interpretation  rela¬ 
tive  to  import  rates. 

What  further  rules  ought  to  he  prescribed?  What  shall  be  their 
character?  The  things  you  incorporate  in  the  statute  are  the  founda¬ 
tion  of  all  the  work  that  is  done  or  can  be  done  by  the  body  whom 
you  select  to  carry  out  the  details  of  your  legislation. 

For  example,  *  *  *  if  a  discrimination  against  a  community 
results  from  the  fact  that  there  is  a  higher  charge  for  a  shorter  than  3293 1 3294. 
for  a  longer  haul,  that  is  a  discrimination  which  can  not  be  corrected 
under  the  present  law,  no  matter  how  much  authority  the  Commission 
mav  have,  because  you  have  not  declared  that  discrimination  to  be 
unlawful  and  prohibited.  No  one,  I  think,  can  read  the  fourth  sec- 

S.  Doc.  244,  59-1 - 8 


Mr.  Knapp, 


114 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Knapp, 
3294. 


Mr.  Knapp, 
3294,3295. 


Mr.  Morawetz, 
823. 


Mr.  Bird.  2291. 


Mr.  Burr,  48. 


tion  of  the  act  to  regulate  commerce  and  be  in  doubt  that  Congress 
intended  to  provide  some  actual  and  potential  restraint  upon  that  par¬ 
ticular  form  of  discrimination.  And,  I  may  say,  it  remains  to-dav 
much  as  it  was  then,  not  the  greatest  evil,  but  the  most  irritating  and 
obnoxious  form  of  discrimination  that  has  been  encountered.  *  *  * 

Now,  I  am  far  from  suggesting  that  you  ought  now  to  go  so  far  in 
recasting  the  rule  of  conduct  which  shall  have  relation  to  that  partic¬ 
ular  type  of  discriminations  as  to  prohibit  it  altogether,  or  even  to 
limit  the  exemptions  to  such  cases  as  shall  be  sanctioned  by  the  Com¬ 
mission.  I  am  only  suggesting  whether  you  should  not  somewhat 
increase  the  restraint  which  has  been  entirely  removed  from  the  dis¬ 
crimination  effected  by  (charging)  more  for  the  short  haul  than  the 
long  one. 

The  import  rate  question  is  considered  from  the  same 
point  of  view. 

A  kindred  question  arises  respecting  import  rates.  I  think  I  appre¬ 
ciate  both  sides  of  the  argument.  *  *  *  I  am  not  suggesting  that 
any  hard  and  fast  rule  should  be  put  into  the  statute.  I  am  quite  pre¬ 
pared  to  admit  that  there  are  conditions  under  which  foreign  import 
traffic  may  rightfully  be  carried  to  an  interior  destination  at  lower 
rates  than  the  inland  carriers  may  reasonablv  charge  on  domestic 
traffic.  *  *  * 

Now,  I  am  only  mentioning  those  instances  for  the  purpose  of  point¬ 
ing  out  to  you  that  unless  you  put  some  restraint  upon  that  form  of 
discrimination  in  the  statute,  the  Commission  will  be  powerless  to 
remedy  the  injustice. 

Certain  witnesses  deny  that  injustice  arises  from  the 
present  interpretation  of  the  law,  thus  bringing  clearly 
into  view  the  issue  which  Congress  alone  can  decide. 
Thus  the  counsel  for  the  Atchison,  Topeka  and  Santa  Fe 
Railway  was  asked  if  the  Supreme  Court  by  means  of  its 
decisions  had  not  “almost  made  this  Section  four  a  nullity.” 
He  replied: 

The  Supreme  Court  has  construed  the  words  “under  substantially 
similar  circumstances  and  conditions”  in  such  a  way  as  to  allow  the 
rate  to  be  adjusted  naturally  according  to  circumstances. 


The  vice-president  of  certain  lines  in  the  Gould  system 
of  railways  makes  definite  suggestion  for  a  working  inter¬ 
pretation  for  the  long  and  short  haul  clause  which  is  in 
harmony  with  the  interpretation  placed,  upon  that  clause 
by  the  courts.  He  says  : 


If  the  carrier  in  disregarding  the  long  and  short  haul  conditions  does 
not  create  a  new  condition  at  the  competitive  point,  or  any  new  con¬ 
dition,  he  has  a  right  to  meet  those  conditions  and  put  himself  some¬ 
what  in  the  position  of  the  water  carrier. 


These  quotations  are  typical  of  the  point  of  view  of 
those  who  are  satisfied  with  the  present  interpretation  of 
the  Fourth  section  of  the  Act  of  1887.  A  member  of  the 
railroad*  commission  of  Florida,  on  the  other  hand,  enter¬ 
tains  an  opposite  opinion. 

Mr.  Burr.  There  is  one  point,  however,  that  I  want  to  cover  first, 
and  that  is  that  whatever  law  you  gentlemen  think  best  to  pass,  we 
ask  that  it  be  strong  enough  in  one  particular,  and  that  is  to  cover 
what  is  called  the  long  and  short  haul.  That  is  one  of  the  things  that 
we  suffer  from  in  Florida  and  in  some  of  the  other  States  verv  materi¬ 
ally.  *  *  * 

The  Chairman.  That  is  against  the  law  as  it  stands  to-day. 

Mr.  Burr.  We  have  been  informed  that  it  can  not  be  handled  under 
the  fourth  section  as  it  stands. 


DIGEST  OF  HEARINGS  ON  KAILWAY  KATES. 


115 


A  representative  of  the  Texas  Cattle  Raisers 


Associa¬ 


tion  and  of  the  Cattle  Growers1  Interstate  Committee 
expresses  the  opinion: 


Mr.  Cowan.  *  *  *  That  the  Supreme  Court  of  the  United  Mr.  Cowan, 

States,  in  construing  the  words  “under  substantially  similar  circum- 113,  In¬ 
stances  and  conditions,”  have  held  affirmatively  that  the  railroads 
have  the  right  to  charge  more  for  a  shorter  haul  than  for  a  longer  haul 
,  over  the  same  line,  although  it  may  be  an  undue  preference,  which 
is  practically  upheld  in  both  the  third  and  fourth  sections  of  the 
act.  *  *  * 

If  you  desire  to  avoid  just  such  things  as  occurred  in  this  case  I 
mentioned,  you  will  have  to  amend  the  fourth  section  by  striking  out 
the  words  “under  substantially  similar  circumstances  and  conditions,” 
leaving  it  to  the  Commission  to  determine,  and  not  for  the  court  to 
say  as  matter  of  law.  Every  little  circumstance — like  an  additional 
railroad,  for  example— amounts  to  a  substantially  dissimilar  circum¬ 
stance  and  condition,  because  the  court  always  says  that  the  things 
that  are  not  precisely  similar  are  dissimilar.  That  is  a  matter  of  logic. 

Those  words  being  in  the  law  it  has  been  held  that  they  practically 
amount  to  nothing. 

The  attorney  of  the  Chamber  of  Commerce  of  Spokane, 

Wash.,  claims  that  existing  tariffs  make  unreasonable  dis¬ 
criminations  between  places.  His  remedy  is  here  inserted 
as  expressing  an  extreme  opinion: 


I  could  draft  a  clause  which  would  answer  for  my  purpose  per- q  Mr.  Adams, 
fectlv  b3r  using  the  language  of  the  present  clause  until  you  got  down  "924, 
to  the  words  “under  substantially  similar  circumstances  and  condi¬ 
tions.”  These  words  I  would  strike  out,  and  enact  as  follows:  “ Pro¬ 
vided ,  That  upon  petition  filed  and  cause  shown  by  any  carrier,  the 
Commission  (or  court)  may  so  far  relieve  the  said  carrier  from  the 
operation  of  this  clause  as,  in  their  discretion,  the  public  welfare  may 
demand. 


It  is  clear  from  opinions  quoted  from  testimony  of  wit¬ 
nesses  that  the  serious  objection  to  the  present  situation 
pertains  to  the  interpretation  which  has  been  given  to  the 
Second,  the  Third,  and  the  Fourth  sections  of  the  Act  of 
1887.  The  Commission  asks  for  explicit  instructions;  the 
railways  are  satisfied  with  the  present  interpretation. 
Some  shippers  are  satisfied;  others  complain  of  undue 
preference  and  demand  a  revision  of  the  law.  The  fact 
which  this  report  desires  to  make  clear  is  that  the  point 
in  question  may  be  considered  and  decided  quite  inde¬ 
pendently  of  the  character  of  the  commission  in  whose 
hands  is  placed  the  administration  of  the  law. 

Plans  which,  call  for  a  continuous  exercise  of  legislative 
authority.—  The  recommendations  for  remedial  legislation 
thus  far  considered  contemplate  amendments  to  the  law 
to  insure — 

First.  Greater  publicity  by  extending  the  scope  of  the 
Twentieth  section. 

Second.  Supervision  over  private  cars,  industrial  rail¬ 
ways,  and  terminals. 

Third.  An  enlargement  of  the  equity  powers  of  the 
Federal  courts. 

Fourth.  A  more  minute  specification  of  the  rules  of 
conduct  prescribed  by  the  Act. 

The  report  now  comes  to  a  consideration  of  the  propo¬ 
sition  that  the  Interstate  Commerce  Commission,  or  other 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


properly  constituted  body,  should  be  clothed  with  the 
power  to  name  in  its  order  the  reasonable  rate.  In  case 
the  legal  theory  advocated  by  Mr.  Morawetz  before  the 
committee  be  accepted,  only  such  orders  will  be  subject  to 
judicial  review  as  involve  the  question  of  confiscation  on  the 
one  hand  or  of  extortion  on  the  other.  In  case  this  theory 
fails  of  approval,  all  orders  of  the  Commission  touching 
rates  will  be  subject  to  judicial  review.  This  statement 
does  not  take  into  account  the  judicial  review  that  could 
be  predicated  upon  the  question  whether  an  act  of  the 
Commission  were  within  the  terms  of  the  grant  of  power. 

In  any  case,  however,  such  is  the  proposition,  the  order 
will  be  regarded  as  lawful  and  as  binding  upon  the  car¬ 
riers  until  set  aside  by  the  court,  provided,  of  course,  it 
has  not  been  temporarily  suspended  by  injunction  or  other 
appropriate  process.  This  is  a  concise  statement  of  the 
proposition  that  the  rate-making  power  should  be  conferred 
upon  the  Interstate  Commerce  Commission  as  expressed 
in  the  testimony. 

As  introductoiy  to  a  review  of  the  arguments  for  and 
against  the  proposal  outlined  above  it  may  be  observed  in 
the  first  place  that  within  the  limits  of  jurisdiction  and 
powers  conferred  by  Congress  this  proposition  contem¬ 
plates  a  continuous  exercise  of  legislative  or  quasi-legis¬ 
lative  authority  by  an  administrative  bureau.  That  these 
suggestions  involve  the  exercise  by  the  Commission  of 
authority  of  a  legislative  character  appears  to  be  beyond 
question.  This  is  evident  from  the  fact  that  the  witnesses 
who  favor  them  frequently  quote  with  approval  that  por¬ 
tion  of  the  opinion  of  Mr.  Justice  Brewer  in  the  Maximum 
Rate  case  which  reads  as  follows: 


It  is  one  thing  to  inquire  whether  the  rates  which  have  been  charged 
and  collected  are  reasonable — that  is  a  judicial  act;  but  an  entirely 
different  thing  to  prescribe  rates  which  shall  be  charged  in  the  future — 
that  is  a  legislative  act. 


Yet,  if  certain  legal  propositions  in  the  testimony  are 
accepted,  it  would  appear  that  the  power  to  substitute  a 
new  rate  or  rates  for  a  rate  or  rates,  found  upon  complaint 
to  be  unreasonable,  might  be  conferred  upon  the  Com¬ 
mission  in  such  a  wav  as  to  be  exercised  in  a  judicial  rather 
than  a  legislative  manner.  This  would  be  the  case  if  no 
language  were  used  to  give  effect  to  the  action  of  the 
Commission  independent  of  judicial  process  and,  as  at 
present,  the  enforcement  of  any  of  its  orders  were  deferred 
until  it  should  be  incorporated  in  the  decree  of  a  court  of 
equity.  The  distinction  in  the  minds  of  these  witnesses 
seems  to  be  in  the  manner  in  which  effectiveness  is  secured 
and  in  the  character  of  the  discretion  conferred.  Little 
support  of  this  suggestion  as  a  practical  legislative  pro¬ 
posal  is  to  be  found  in  the  testimony,  and  it  was  therefore 
omitted  from  the  discussion  of  the  first  class  of  remedial 
legislation.  The  witnesses  who  support  the  idea  of  con¬ 
ferring  the  rate-making  power  seem  generally  to  have 
considered  it  essential  to  give  the  oiders  so  made  the 


effect  of  acts  of  legislation. 

o 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


117 


The  distinction  between  a  judicial  and  a  legislative  act 
serves,  therefore,  as  a  line  of  demarcation  between  the 
two  policies  under  consideration,  one  of  which  relies  upon 
the  courts  for  the  enforcement  of  such  standards  of  obli¬ 
gation  as  Congress  sees  lit  to  impose  upon  the  carriers, 
while  the  other  relies  upon  a  commission.  On  this  point 
a  member  of  the  Interstate  Commerce  Commission  ex¬ 
pressed  himself  as  follows: 

Mr.  Prouty.  The  trouble  now  is  that  you  are  endeavoring  to  admin-  Mr.Prouty,2867. 
ister  this  law  by  the  court.  That  can  not  be  done.  You  may  take 
every  case  that  stands  on  the  docket  of  the  Interstate  Commerce  Com¬ 
mission,  you  may  take  every  case  that  has  been  decided  by  the  Inter¬ 
state  Commerce  Commission  for  the  last  eight  years,  since  I  have  been 
on  that  Commission,  and  the  thing  can  not  be  corrected  unless  you, 
in  effect — you  might  by  indirection— fix  the  rate  for  the  future,  and 
you  must  create  a  commission  and  you  must  give  it  that  power. 

It  may  further  be  observed  as  introductory  to  a  con¬ 
sideration  of  the  arguments  that  the  proposition  to  confer 
the  rate-making  power  upon  an  administrative  body  is  not 
urged  as  a  means  of  getting  rid  of  rebates  and  secret  dis¬ 
criminations.  Upon  this  point  also  there  is  substantial 
unanimity,  so  far  as  direct  statement  is  concerned.  In¬ 
deed,  one  prominent  witness,  in  discussing  the  Townsend 
bill,  urged  that  the  temptation  to  secret  discriminations 
will  be  increased  by  conferring  upon  the  Commission  the 
rate-making  power. 

Mr.  Hines.  *  *  *  As  a  matter  of  fact,  the  Townsend  bill  com-  Mr.  Hines,  1166. 
pels  the  Commission  to  make  absolute  rates.  As  I  have  pointed  out,  < 

this  made  it  difficult,  and  would  have  made  it  impracticable  in  many 
cases,  to  reduce  those  rates  in  accordance  with  commercial  conditions, 
whereas  under  the  present  system  the  railroad,  if  the  conditions  re¬ 
quire  a  reduced  rate,  may  publish  a  rate  which  would  be  open  and 
alike  to  all.  Under  the  proposed  system  those  conditions  might  be 
imperative,  and  yet  the  Commission  would  not  have  time  to  grant 
reductions  in  rates  so  as  to  change  an  absolute  rate  fixed  bv  it.  There¬ 
fore  these  commercial  conditions  would  have  constituted  a  much 
greater  temptation  to  cut  the  rates  of  the  Commission  than  to  cut  the 
rates  made  by  the  railroads,  because  the  published  rates  of  the  rail- 
.  roads  can  be  changed  on  short  notice,  whereas  the  absolute  rates  of 
the  Commission  could  probably  not  be  changed  for  years,  on  account 
of  the  extensive  duties  the  Commission  had  to  perform. 

A  member  of  the  Interstate  Commerce  Commission  con¬ 
cedes  that  the  rate- making  power  would  not  add  to  the 
remedy  against  paying  rebates. 

Senator  Kean.  Do  you  think  that  if  the  Commission  had  the  power  Mr.  Clements, 
to  fix  a  rate  that  would  do  away  with  all  rebates?  3241- 

Mr.  Clements.  No. 

Senator  Kean.  Do  you  think  it  would  add  to  it? 

Mr.  Clements.  I  do  not  know  that  that  would  materially  affect  the 
rebate  question. 

Senator  Kean.  Do  you  think  it  would  prevent  discrimination? 

Mr.  Clements.  Well,  it  might  be  in  some  cases  that  it  would  operate 
to  do  so.  The  Commission  has  called  attention  to  it  as  it  has  thought 
a  proper  thing  to  do,  mainly  for  the  correction  of  excessive  and  un¬ 
reasonable  rates.  It  is  not  contended  that  that  would  add  to  the 
remedy  against  paying  rebates. 


It  is  suggested  in  the  testimony,  however,  by  inference 
rather  than  by  direct  statement,  that  a  commission-made 
rate  would  stand  as  ua  bar  between  the  traffic  managers 


118 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


of  this  count rj”  and  the  shipper  who  wants  to  ship  his 
freight.'"  As  expressed  by  the  witness  from  whom  this 
phrase  is  quoted: 

Mr.  Bird,  2298.  *  *  *  The  shipper  will  say,  “I  must  have  this  rate;”  but  the 

traffic  manager  will  reply,  “If  I  make  you  this  rate  now,  this  Com¬ 
mission  has  the  power  to  make  it  to  every  one  at  any  time,  and  I  am 
setting  as  a  precedent  an  example  by  which  they  will  measure  every 
case  in  which  I  appear  before  them.  I,  myself,  will  have  established 
the  precedent,  and  they  will  say  that  is  an  evidence  of  a  reasonable 
rate. 

Mr.  Acworth,  a  specialist  on  railway  practice  in  Eng¬ 
land,  explained  to  the  committee  the  manner  in  which  the 
law  with  respect  to  undue  preference  has  worked  in  Eng¬ 
land: 


Mr.  Acworth,  In  England  I  think  there  is  no  question  whatever  but  that  the 
,52-  enforcement  of  the  law  with  respect  to  undue  preference  has  tended  to 

prevent  concessions  that  would  otherwise  have  been  given.  The  rail¬ 
way  people  have  been  afraid  that  the  courts  would  regard  as  similar 
circumstances  which  they  regarded  as  dissimilar,  and  therefore  they  have 
hesitated  to  make  a  reduction  that  thev  otherwise  would  have  made, 
presumably  with  profit  to  themselves  and  to  the  traders.  *  *  * 


Mr. 

2862. 


The  purpose  of  the  above  quotations  is  to  suggest  the 
indirect  influence  which  may  be  exerted  bv  conferring 
upon  a  commission  the  power  to  name  a  future  rate. 
Whatever  view  may  be  taken  of  the  result  of  the  proposed 
legislation,  so  far  as  rebates  and  secret  discriminations  are 
concerned,  it  is  evident  from  the  testimony  that  direct 
argument  in  favor  of  conferring  the  rate-making  power 
upon  the  Commission  is  addressed  primarily  to  the  neces¬ 
sity  of  providing  adequate  means  for  the  correction  of 
open  discriminations  as  expressed  in  the  published  tariffs 
rather  than  secret  discriminations.  The  following  is  a 
clear  statement  of  the  argument: 


Prouty,  Mr.  Prouty.  Mr.  Senator,  I  believe  this:  I  have  said  it  a  great  many 
times  and  I  can  say  it  in  a  word  again,  that  there  must  be,  and  espe¬ 
cially  in  view  of  the  combined  railway  influence  at  the  present  time, 
some  tribunal  somewhere  which  has  power  to  judge  between  the  rail¬ 
way  and  the  public.  I  do  not  mean  by  that  that  I  should  have  or 
that  anybody  else  should  have  any  power  aver  the  property  of  the 
-  railway.  I  think  the  railways  should  make  their  own  rates.  I  think 
they  should  be  allowed  to  develop  their  own  business.  I  have  never 
advocated  any  law  and  I  am  not  in  favor  of  any  law  which  would  put 
the  rate-making  power  into  the  hands  of  any  commission  or  any  court. 
While  it  may  be  necessary  to  do  that  some  time,  while  that  is  done  in 
some  States  at  the  present  time,  while  it  is  done  in  some  countries,  I 
am  opposed  to  it,  and  I  could  give,  if  it  were  material,  the  reasons 
why  I  am  opposed  to  it.  You  have  heard  them  already  from  other 
parties. 

Senator  Cullom.  We  would  like  to  hear  them  from  you. 

Mr.  Prouty.  And  I  say  this,  that  there  must  be  some  tribunal 
which  can  determine  whether  the  railroad  has  so  used  its  property  as  to 
destroy  my  property.  If  a  railroad,  having  the  absolute  monpoly,  im¬ 
poses  upon  me  an  unjust  and  an  unreasonable  rate  it  takes  my  prop¬ 
erty.  If  the  railroad,  having  power,  imposes  a  discrimination  which 
shuts  up  mv  coal  mines  or  shuts  down  my  mill  it  takes  my  property. 


The  Chairman  of 


the  Interstate  Commerce  Commission 


expresses  himself  in  a  similar  manner: 


Mr.  Knapp.  *  *  *  I  will  say  again,  as  I  have  said,  I  am  not 
able  to  see  how  you  can  apply  the  remedy  which  a  given  situation 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


119 


may  seem  to  require  unless  you  have  an  administrative  or  legislative 
tribunal  which  can,  acting  under  your  authority,  substitute  a  rate  to 
be  charged  in  the  future  in  place  of  the  rate  which  has  been  found 
unlawful.  If  you  can  find  a  way  to  accomplish  the  purpose  and  meet 
the  needs  in  that  regard  in  some  other  way,  I  can  only  say  that  I,  as 
a  member  of  the  Commission,  shall  be  glad  to  be  relieved  of  the 
responsibility,  which  is  a  very  great  one,  of  saying  in  such  a  case  as 
that  how  much  the  railroad  shall  charge  in  the  future. 

The  argument  is  expressed  by  the  attorney  of  the  Texas 
Cattle  Raisers’  Association  in  the  following  language: 

I  ask  the  question  if  it  is  not  true  under  our  form  of  Government  Mr. 
that  the  best  solution  at  last  of  this  question  with  respect  to  railroad  3427- 
rates  is  that  which  has  been  made  by  the  State  of  Texas,  simply  that 
the  Commission  fix  them  absolutely,  as  an  arbitrary  legislative  act? 

I  am  not  advocating  that  that  be  done,  but  I  do  advocate  that  the 
only  way  to  vitalize  the  interstate-commerce  act  is  to  give  the  Com¬ 
mission  power  to  arbitrate  and,  as  a  legislative  act,  after  it  shall  have 
investigated  a  given  cause,  to  then  simply  fix  a  lawful  rate  regardless 
of  the  fact  that  a  railway  company  may  have  by  contract  put  itself  in 
a  place  where  it  can  not  give  A  a  fair  show  because  of  its  contract 
with  B.  If  you  do  not  do  this,  tell  me  what  remedy  and  relief  has 
the  live-stock  shipper  in  Iowa  against  this  undue  preference,  which 
has  been  found  to  exist? 

A  secondary  argument  in  support  of  a  rate-making  com¬ 
mission,  although  it  finds  but  faint  expression  in  the  testi¬ 
mony,  and  for  that  reason  is  passed  with  no  extended 
comment,  is  addressed  to  the  necessity  of  bringing  the 
development  of  the  Nation,  in  so  far  as  that  development 
is  dependent  upon  railway  tariffs,  under  the  direction  of 
an  approved  public  polic}7.  This  means  that  the  interests 
involved  in  the  rate  problem  are  not  limited  to  strictly 
business  considerations,  as  judged  from  the  point  of  view 
of  the  railway.  An  instructor  in  Harvard  University  * 
brought  one  phase  of  this  argument  to  the  attention  of  the 
committee.  It  is  introduced  as  illustrating  a  possible  class 
of  considerations. 

*  *  *  The  point  I  am  trying  to  make  is  this:  That  there  are  in-  Mr. 
fluences  at  work  which  slowly  but  inevitably  are  concentrating  our 
population  in  the  large  cities,  and  the  big  cities  have  nothing  of  which 
to  complain.  *  *  * 

My  lectures  at  Harvard  cover  a  course  on  trusts  or  corporations,  a 
course  on  labor,  on  railroads,  and  on  statistics;  and  in  every  one  of 
those  four  courses  I  have  brought  up  in  some  way  this  question  of 
-concentration.  If  I  take  it  up  in  statistics,  I  find  the  growth  of  the  large 
cities  is  at  the  expense  of  small  communities;  if  in  the  trust  problem, 
it  is  somehow  an  advantage  for  the  manufacturer  to  locate  at  a  large 
place,  an  advantage  which  he  ought  to  have.  The  only  question  to 
which  I  ask  attention  is  that  we  should  not  unduly  extend  the  principle 
of  flat  rates  for  all  distances  until  we  have  an  invasion  by  railroads  of 
the  territory  of  other  railroads. 

The  social  character  of  railway  tariffs  was  thus  expressed 
by  the  Commission  in  its  annual  report  for  1895: 

No  one  who  understands  the  intricacies  of  transportation  would  18^nlp 
care  to  assert  that  the  determination  of  a  just  rate,  or  the  decision  as  ’  p 
to  what  constitutes  discrimination,  is  an  easy  task.  To  some  extent 
the  principles  upon  which  taxation  rests  must  be  allowed  in  fixing  a 
just  rate;  to  some  extent  the  result  of  a  rate  upon  the  development  of 
industry  must  be  taken  into  account  in  all  decisions  which  the  Com¬ 
mission  is  called  upon  to  make;  to  some  extent  every  question  of 


Cowan, 


Ripley, 


Rep.  for 
59. 


120 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


transportation  involves  moral  and  social  considerations;  so  that  a  just 
rate  can  not  be  determined  independently  of  the  theory  of  social 
progress. 

The  argments  against  the  proposition  to  confer  the  rate- 
making  power  upon  an  administrative  body,  as  far  as 
expressed  in  the  testimony,  present  themselves  under  four 
heads.  The  first  of  these  has  been  already  passed  in 
review  in  considering  the  sufficienc3T  of  the  guarantee  of  a 
judicious  management  of  railway  property  afforded  by 
enlightened  self-interest.  It  was  not  claimed  by  those 
who  urged  reliance  upon  this  guarantee  to  the  exclusion 
of  administrative  supervision  over  railway  rates,  that  no 
abuses  arise  in  the  private  management  of  railway  prop¬ 
erty,  but  rather  that  business  administration,  under  the 
regime  of  free  contract,  contains  within  itself  means  for 
the  correction  of  such  evils  as  industrial  progress  develops. 
Nothing  need  be  added  to  the  presentation  already  accorded 
this  theory  of  redress. 

Besides  the  argument  thus  referred  to,  which  touches 
the  broad  theory  of  industrial  and  political  organization, 
the  opponents  of  a  Federal  commission  clothed  with  rate¬ 
making  power  urge: 

That  Government  rates  will  impede  industrial  progress; 

That  a  Government  commission  is  incapable  of  perform¬ 
ing  the  task  contemplated,  and 

That  to  confer  the  power  of  making  a  future  rate  upon 
a  commission  would  make  the  question  of  railway  tariffs  a 
political  question. 

The  report  now  proceeds  to  consider  these  three  classes 
of  arguments. 

Will  Government  rates  impede  industrial  progress f — 
This  proposition  was  submitted  in  a  positive  form  by  an 
instructor  in  the  Chicago  University  who  was  invited  to 
testify  as  an  expert  on  foreign  railway  administration. 
He  said: 


Mr.  Meyer, 1553.  The  experience  of  all  countries  that  have  had  a  generally  effective 
regulation  of  railway  rates,  whether  such  regulation  was  exercised  by 
a  commission  or  by  state  ownership  itself,  has  been  to  bring  into 
politics  the  question  of  reasonable  rates  and  the  great  question  of 
conflict  of  sectional  interests,  which  is  an  incident  necessary  to  the 
development  of  a  country,  and  the  ultimate  result  has  been  that  rail¬ 
way  rates  have  become  inelastic  and  finally  have  ceased  to  decline; 
they  have  become  stationary  and  have  remained  so. 

The  result  of  that  has  been  to  paralyze  commerce  to  a  very  large 
extent,  the  railways  as  effective  agents  for  the  development  of  com¬ 
merce,  and  the  resources  of  a  country;  and  unless  there  has  been 
the  possibility  of  escape  from  that  paralysis  through  a  resource  to  a 
means  of  transportation  that  was  abandoned  in  this  country  in  the 
seventies,  namely,  by  river  and  canal,  the  effect  has  been  absolutely 
disastrous. 

The  claim  was  also  supported  by  a  foreign  witness  who 
was  in  Washington  in  attendance,  as  a  delegate,  upon  the 
International  Railway  Congress.  Referring  to  the  expe¬ 
rience  in  England,  he  said: 

I  have  no  doubt  that  the  interference  of  Parliament,  the  courts,  and 
the  executive  have  all  tended  to  stereotype  and  keep  rates  at  an  un¬ 
necessarily  high  level.  *.  *  *  I  think,  so  to  speak,  the  heart  has 


Mr.  Acworth. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


121 


been  taken  out  of  the  railway  men.  The  railway  men  understand 
this  business;  they  know  how  to  manage  it  in  their  own  way.  The 
railway  men  think  that  the  “responsibility  has  ceased  to  be  ours; 
we  must  maintain  the  status  quo and  this  is  what  they  do.  *  *  * 
I  think  a  good  deal  of  our  regulation  is  very  much  against  the  public 
interest. 


All  that  is  to  be  found  in  the  testimony  upon  this  propo¬ 
sition,  with  the  exception  of  incidental  observations,  is 
submitted  b}T  these  two  witnesses,  and  it  was  doubtless 
this  fact  that  led  the  chairman  of  the  committee,  in  his 
letter  of  instructions,  to  request  a  comprehensive  compari¬ 
son  between  American  and  foreign  railway  systems  and 
transportation  results.  As  already  stated,  such  a  com¬ 
parison  was  not  possible  in  the  time  available  for  writing 
this  report. 

The  argument  of  Mr.  Meyer  is  found  in  the  second 
volume  of  the  printed  testimony,  pages  1552  and  1627. 
It  is  an  extended  argument  in  support  of  the  proposition 
above  quoted  and  contains  many  references  to  the  decisions 
of  the  Interstate  Commerce  Commission  which  do  not 
harmonize  with  what  the  witness  regards  as  sound  trans¬ 
portation  principles.  As  this  argument  can  not  very  well 
be  condensed,  its  consideration  is  passed  in  this  report  with 
the  simple  reference  to  the  place  which  it  occupies  in  the 
analysis  of  the  situation. 

In  support  of  this  proposition  one  witness  divided  the 
railwa}7  history  of  the  United  States  during  the  }7ears  from 
1870  to  1903  into  two  periods,  viz,  the  4 4 period  of  free 
interstate  commerce  71  from  1870  to  1886,  and  the  44  period 
of  restriction”  from  1887  to  1903.  The  distinction  upon 
which  this  classification  obviously  rests  is  the  fact  that, 
the  operation  of  the'  present  Interstate  Commerce  law 
commenced  during  the  early  part  of  1887. 

The  witness  referred  to  introduced  statistics  which,  in 
his  opinion,  show  that  even  the  moderate  restrictions  now 
in  force  have  so  interfered  with  freedom  of  contract  as  to 
retard  the  normal  reduction  in  rates.  The  basis  of  this 
theory  is  the  contention  that  no  party  to  a  contract  can 
negotiate  freely  while  subject  to  the  threat  of  govern¬ 
mental  interference  with  the  terms  of  the  contract  being 
negotiated  or  that  when  finally  made  it  will  become  a 
means  in  the  hands  of  government  for  controlling  to  his 
disadvantage  some  other  contract.  Those  who  accept  this 
theory  claim  that,  in  such  degree  as  government  super¬ 
vision  is  effective,  freedom  of  negotiation  on  the  part  of 
railway  officers  is  impaired,  and  that  in  addition  to  the 
economic  incentive  for  resistance  to  requests  for  reduc¬ 
tions  in  charges  they  are  forced  into  a  psychological  atti¬ 
tude  of  continuous  defense  of  the  existing  schedules. 

The  testimony  contains  many  expressions  of  opinion  on 
the  part  of  railway  men  to  the  effect  that  effective  govern¬ 
ment  supervision  over  railway  rates  will  retard  the  build¬ 
ing  of  new  lines.  One  quotation  will  suffice  to  make  the 
point. 


Mr.  Newcomb, 
3500. 


122 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Fish,  296. 


See  Mr.  Dav¬ 
enport,  170,  181; 
Mr.  Tuttle,  953; 
Mr.Moanetz,  792; 
Mr.  Frams,  2309; 
Mr.  Thompson, 
3128. 


Mr.  Peck,  1342. 


Mr.  Peck,  1312. 


Mr.  Carelton, 
2522. 


To  maintain  systems  already  established,  necessary  branches  and 
feeders  may  be  built  even  in  the  face  of  hostile  legislation,  but  it  is 
quite  certain  that  no  promoter  of  a  new  railroad  would  have  the  hardi¬ 
hood  to  propose  to  any  capitalist  to  furnish  the  money  to  build  a  new 
railroad  whose  administration  in  all  matters  touching  the  revenue 
would  be  put  under  such  a  body  as  an  interstate  commerce  commis¬ 
sion.  If  such  legislation  as  that  proposed  shall  be  enacted  into  a  law, 
it  must  be  done  with  a  full  understanding  that  it.  will  operate  to  com¬ 
pletely  paralyze  the  building  of  independent  railroad  lines. 

Quite  a  number  of  witnesses  submitted  for  the  consid¬ 
eration  of  the  committee  statements  of  the  large  numbers 
of  stockholders  and  investors  in  railway  securities,  as  also 
statements  of  the  large  number  of  employees  dependent 
for  their  livelihood  upon  a  successful  administration  of 
railway  property,  the  implication  clearly  being  that  this 
class  of  securities  and  this  class  of  employees  would  be 
harmed  bv  governmental  supervision  over  railway  rates. 
Quotations  reciting  this  class  of  facts  would  extend  unduly 
the  report. 

The  obstructive  influence  of  Government  railway  rates 
was  presented  in  yet  another  manner.  Such  rates,  it  was 
urged,  must  be  mileage  rates,  or  at  least  pay  such  regard 
to  the  distance  principle  in  the  adjustment  of  tariffs  as  to 
hinder  the  movement  of  freight  and  consequently  endan¬ 
ger  the  permanent  prosperity  of  the  nation.  The  claim 
submitted  is  that  the  preference  clause  of  the  Constitution 
makes  it  impossible  for  Congress  to  establish  a  rate  which 
gives  the  port  of  one  State  preference  over  the  port  of 
another  State.  The  arguments  pro  and  con  upon  this  legal 
proposition  have  already  been  submitted.  Its  bearing 
upon  the  feasibility  of  conferring  the  rate-making  power 
upon  the  Interstate  Commerce  Commission  is  suggested  in 
the  following  quotation,  which  places  in  comparison  the 
Government  and  the  railways  as  rate-making  agencies: 

Mr.  Peck.  I  have  no  doubt  that  if  a  commission  were  vested  with 
the  rate-making  power,  and  attempted  to  preserve  existing  differen¬ 
tials,  or  to  establish  new  ones,  it  would  find  itself  face  to  face  with  the 
preferenee  clause  of  the  Constitution.  Perhaps  I  should  add  that  if 
it  made  a  purely  distance  rate,  leaving  the  ports  to  their  natural  ad¬ 
vantages,  the  constitutional  provision  would  not  be  violated. 

Upon  another  occasion  the  same  witness  said: 

While  Congress,  or  a  commission  empowered  to  regulate  commerce 
can  make  no  regulation  which  shall  give  preference  to  the  ports  of  one 
State  over  those  of  another,  no  such  obstacles  stand  in  the  way  of  the 
development  of  trade  by  the  enlightened  and  proper  action  of  carriers 
under  the  ‘great  law  of  competition.  Stimulated  by  their  desire  to 
build  up  the  ports  and  commercial  centers  which  they  reach,  they 
have  succeeded  in  largely  counteracting  natural  advantages  and  have 
given  to  the  people  what  governmental  regulation  never  could  give. 

The  claim  that  Government  rates  would  tend  to  become 
mileage  rates  does  not  rest  exclusively  upon  the  interpre¬ 
tation  of  the  preference  clause  of  the  Constitution.  Said 
one  witness: 

*  *  *  There  is  only  the  coldest  logic  in  the  proposition  that  if 
the  National  Commission  goes  a  rate  making,  it  will  have  to  do  so  on 
a  fixed  principle,  which  will  mean  a  fixed  rate  per  mile,  regardless  of 
other  conditions.  *  *  * 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


123 


Reference  was  made  to  the  experience  of  certain  State 
r a  i  1  way  commissions: 

Mr.  Ramsey.  *  *  *  I  have  before  me  Missouri  State  tariffs  21^r* 
effective  June  17,  1905,  based  in  accordance  with  the  new  law  in  Mis 
souri.  The  legislature  of  Missouri  took  a  new  departure  and  fixed  the 
maximum  rates  on  all  commodities  in  that  State  based  absolutely  on 
the  mileage  basis. 

Another  witness  said: 

The  course  that  the  Commission  would  be  driven  into,  and  that  Mr- 
every  State  commission  is  gradually  being  driven  into,  is  to  adopt  a  ' 
mileage  basis  of  rates.  The  effect  of  such  a  basis  on  a  country  the  size 
of  the  United  States,  with  its  past  history  of  commercial  development, 
is  appalling  to  one  interested  in  the  growth  of  the  country. 

The  testimony  contains  no  direct  discussion  of  this  propo¬ 
sition  on  the  part  of  those  who  advocate  a'  Federal  rate¬ 
making  commission.  The  dissent  of  the  Attorney-General 
and  of  the  Interstate  Commerce  Commission  from  the 
opinion  that  the  preference  clause  of  the  Constitution 
requires  mileage  rates,  will  he  found  in  another  part  of 
this  report,  while  the  fact  that  the  Commission  during  the 
eighteen  years  of  its  existence  has  constantly  approved  a 
reasonable  disregard  of  mileage  rates,  would  seem  to  sug¬ 
gest  doubt  as  to  the  correctness  of  the  premise  upon  which 
the  argument  under  consideration  rests.  The  pertinency 
of  this  argument  relates  to  its  major  premise:  Are  gov¬ 
ernment  rates  necessarily  mileage  rates?  If,  for  any  rea¬ 
son,  this  question  must  be  answered  affirmatively,  the 
proposition  for  a  rate-making  commission  will  find  few 
advocates. 

Ih  a  G  overrun  eat  commission  capable  of  making  rail  trap 
rate*?- — The  testimony  contains  many  expressions  to  the 
effect  that  a  Government  commission  would  be  incapable 
of  performing  the  stupendous  task  of  supervising  railway 
tariffs.  The  country  is  too  large,  the  list  of  commodities 
too  various,  and  the  interests  involved  too  complicated  to 
be  safely  intrusted  to  the  judgment  of  a  small  body  of 
men.  The  location  of  the  Commission  at  Washington  is 
also  urged  as  an  argument  against  the  proposition.  The 
task  of  making  tariffs  may  be  more  safely  committed,  it  is 
urged,  to  the  numerous  traffic  officials  residing  in  different 
parts  of  the  country,  for  the  reason  that  they  come  into 
personal  contact  with  the  shippers.  The  following  quo¬ 
tation  expresses  this  point  of  view  in  an  emphatic  manner: 

Mr.  Morawetz.  *  *  *  I  think  that  the  danger  of  giving  a  com-  ,_Mr 
mission  discretionary  power  of  fixing  the  rates  on  interstate  business  ' 
is  so  vastly  greater  than  the  danger  of  giving  similar  powers  to  a  State 
commission  that  no  comparison  is  possible. 

Senator  Newlanos.  Well,  that  arises  from  the  magnitude  of  the 
business — of  the  interstate  business  as  compared  with  the  local  busi¬ 
ness — does  it  not?  * 

Mr.  Morawetz.  Yes.  It  arises  from  the  fact,  in  the  first  instance, 
that  it  is  absolutely  beyond  human  power  for  any  commission  to  deal 
knowingly,  intelligently,  with  so  great  a  problem  as  the  regulation , of 
interstate  rates  in  the  United  States;  and,  secondly,  that  an  error 
made  by  this  commission  would  be  fatal,  not  only  to  the  railways 
throughout  the  country,  but  to  the  country  itself — I  mean  an  error  in 
fixing  the  relative  rates  of  different  localities.  *  *  * 


Ramsey, 


Elliott, 


Morawetz, 


124 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  bearing  of  these  considerations  is  emphasized  when 
it  is  noted  that  the  rate-making  power  includes  not  only 
the  determination  of  the  rate  but  the  division  of  the  rate 
between  connecting  lines  which  unite  to  make  a  joint 
tariff.  The  following  illustrates  this  point  of  view: 


Mr.  Hiland,  *  *  *  I  notice  that  in  the  Esch-Townaend  bill  it  is  proposed 
39-  where  a  joint  rate  is  made  between  two  railroads,  and  there  is  a  failure 

upon  the  two  roads  to  agree  upon  a  division  of  that  rate,  to  authorize 
the  Commission  to  fix  the  division  of  the  rate.  I  think  that  is  a  very 
serious  objection,  because  the  theory  of  division  of  rates  is  reciprocity; 
and  I  do  not  believe  any  commission  can  understand  and  know  the 
reciprocal  relations  that  exist  between,  we  will  say,  the  Chicago  and 
Northwestern  and  the  Chicago,  Milwaukee  and  St.  Paul  railways.  I 
do  not  believe  that  the  present  plan  results  in  any  injustice  to  other 
railroads  which  are  not  in  a  position  to  give  us,  or  we  them,  the  same 
divisions  or  the  same  interchange  of  traffic. 

In  other  words,  I  do  not  think  that  some  road  that  starts  nowhere 
and  goes  nowhere  should  come  in  upon  our  track  and  enjoy  all  of  our 
terminal  facilities  at  one  given  place  and  be  afforded  the  same  con¬ 
veniences  that  a  railroad  that  interchanges  all  its  terminals  with  us 
would  have. 


Mr.  Knapp, 
3305. 

Mr.  Clements, 
2995. 

Mr.  Cockrell, 
3371. 

Mr.  P  r  o  u  t  y , 
2862,  2877. 

Mr.  Fifer,  3350. 


Mr.  Vining, 
1675. 

See  also  Mr. 
Hines,  1030;  Mr. 
Spencer,  3622; 
Mr.  Parker,  2112; 
Mr.  Wilcox,  3645; 
Mr.  Smith,  236. 


The  advocates  of  a  rate-making  commission  urge,  on 
the  other  hand,  that  the  proposition  under  consideration 
does  not  contemplate  a  Government  schedule  of  railway 
rates.  The  power  of  the  Commission  is  to  be  exercised 
upon  complaint,  and  the  order  of  the  Commission  is  to  be 
limited  to  the  correction  of  the  rate  or  rates  found  unrea¬ 
sonable.  Quotations  in  support  of  this  statement  are  unnec¬ 
essary.  It  is  found  in  the  message  of  the  President,  it  is 
so  stated  in  the  Esch-Townsend  bill,  and  the  members  of 
the  Interstate  Commerce  Commission  so  testified  before 
the  committee.  As  against  this  contention  it  is  claimed 
by  those  who  oppose  conferring  the  rate-making  power 
that  there  is  reallv  no  difference  between  conferring  the 
power  to  establish  rates  in  the  first  instance  and  confer 
ring  the  power  to  revise  rates  upon  complaint.  A  single 
quotation  will  suffice: 

I  desire  to  call  attention  to  the  fact  that  the  view  that  a  power  to 
revise  and  change  rates  is  essentially  different  from  a  power  to  estab¬ 
lish  rates  in  the  first  instance  is  fundamentally  erroneous  for  this 
reason;  All  the  railroad  rates  of  this  country  are  interwoven  and  con¬ 
nected  together  as  interdependent  parts  of  one  enormous  system,  so 
that  a  change  of  any  important  rate  at  any  important  point  shakes  the 
whole  fabric  from  one  extremity  of  the  country  to  the  other,  and  it 
may  reasonably  be  assumed  that  the  changes  which  the  Commission 
would  be  called  upon  to  make  under  this  proposed  power  would  natu¬ 
rally  affect  important  business  rather  than  that  which  is  unimportant. 

One  witness  who  approves  conferring  the  rate-making 
power  submits  the  suggestion  that  the  chief  difficulty  of 
making  rates  at  the  present  time  grows  out  of  the  fact 
that  those  who  make  the  rates  are  freed  from  the  control 
of  a  centralized  authority.  In  his  opinion  the  rate  situa¬ 
tion  would  be  simplified  and  the  problem  of  railway  tariffs 
more  easily  handled  were  Congress  to  confer  the  power 
of  making  the  entire  schedule  rather  than  the  rate.  lie 
stands  alone,  however,  in  this  opinion,  so  far  as  the  testi¬ 
mony  goes. 


•  DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


125 


Mr.  Stickney.  The  practice  of  each  company  making  its  own  schedule 
is  the  chief  cause  of  the  present  confusion  in  interstate  rates,  because 
there  are  as  many  opinions  upon  the  details  of  a  schedule  as  there  are 
men  engaged  in  making  schedules.  Now,  the  Commission,  having 
authority  to  make  all  the  rates,  would  have  no  such  difficulties.  The 
Commission  would  not  make  rates  for  each  railway,  but  only  one 
schedule  for  all  the  railways. 


The  fruitful  conclusion,  from  a  consideration  of  the 
various  opinions  expressed  in  the  testimony  relative  to 
governmental  supervision  over  railway  rates,  is  that  the 
question  turns  very  largely  upon  the  end  to  he  accom¬ 
plished  or  the  purpose  held  in  view. 

The  testimony  submitted  to  the  committee  gives  scant 
information  as  to  the  comparative  merits  of  those  funda¬ 
mental  principles  of  transportion  essential  for  a  reason¬ 
able  opinion  upon  the  point  at  issue. 

Do  Government  rates  make  the  question  of  railway  tariffs 
a  political  question? — It  is  strongly  urged  by  those  who 
are  opposed  to  a  rate-making  commission  that  the  con¬ 
ferring  of  such  a  power  would  invite  sectional  contro¬ 
versy  and  bring  a  vexed  question,  which  is  now  purely  a 
commercial  question,  into  the  realm  of  politics.  Evidence 
was  submitted  upon  this  point  taken  from  the  experience 
of  Prussia. 


The  experience  of  all  countries  that  have  had  a  generally  effective 
regulation  of  railway  rates,  whether  such  regulation  was  exercised  by 
commission  or  by  means  of  State  ownership  itself,  has  been  to  bring 
into  politics  the  question  of  reasonable  rates  and  the  great  question  of 
conflict  of  sectional  interests,  which  is  an  incident  necessary  to  the 
development  of  a  country,  and  the  ultimate  result  has  been  that  rail¬ 
way  rates  have  become  inelastic  and  Anally  have  ceased  to  decline; 
they  have  become  stationary  and  have  remained  so. 

The  result  of  that  has  been  to  paralyze  commerce  to  a  very  large 
extent,  the  railways  as  effective  agents  for  the  development  of  com¬ 
merce  and  the  resources  of  a  country;  and  unless  there  has  been  the 
possibility  of  escape  from  that  paralysis  through  a  recourse  to  a  means 
of  transportation  that  was  abandoned  in  this  country  in  the  seventies, 
namely,  by  river  and  canal,  the  effect  has  been  absolutely  disastrous. 


A  representative  of  a  southern  railway  expresses  the 
opinion  that  Federal  supervision  over  railway  rates  would 
be  detrimental  to  his  section  of  the  country,  an  opinion 
which  illustrates  what  is  meant  bv  making  the  railway- 
tariff  question  a  political  question: 

But  the  South  fears  another  thing.  She  is  a  minority  section.  She 
has  small  voice  in  the  Government.  Her  representation  on  the  Inter¬ 
state  Commerce  Commission  is  and  will  be  that  of  a  minority.  Hence 
she  fears,  and  justly,  the  overshadowing  influence  of  the  all-powerful 
North,  with  its  vast  population;  its  vast  industrial  interests;  its  vast 
capitalistic  power;  its  complete  domination  in  the  political,  material¬ 
istic,  and  economic  policies  of  the  Government.  If  natural  advantages 
are  permitted  to  have  their  proper  way,  the  South  will  prosper.  If 
her  railroads  are  not  crippled  by  excessive  control  and  weakened  in 
their  potentialities  and  are  permitted  to  continue  along  present  lib¬ 
eral  lines,  the  South  will  become  rich  and  great. 


This  conflict  of  interest  between  localities  which  it  is 
claimed  would  be  given  political  expression  if  the  Inter¬ 
state  Commerce  Commission  were  clothed  with  the  rate¬ 
making  power  is  said  by  the  president  of  the  Louisville 


Mr.  Stickney, 
2120. 


Mr.  Meyer,  1558. 


Mr.  Gates,  2986. 


126 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Smith,  239. 


Mr.  Clements, 
3241,3242. 


and  Nashville  Railroad  to  be  the  cause  of  the  present 
agitation  in  favor  of  further  remedial  legislation. 

*  *  *  Much  of  the  support  for  the  present  measure  comes  from 
parties  interested  in  particular  localities  who  hope  to  profit  by  the  Com¬ 
mission  being  able  to  give  effect  to  its  theories  as  to  the  comparative 
commercial  advantages  of  competing  communities,  although  everyone 
must,  on  reflection,  appreciate  that  every  time  the  Commission  helps 
one  community  by  such  an  exercise  of  its  power  it  correspondingly 
hurts  another,  and  also  puts  a  check  upon  the  most  wholesome  com¬ 
petition  which, has  ever  existed  in  this  country — that  is,  the  compe¬ 
tition  between  rival  localities  or  rival  sources  of  production  for  the 
markets  of  the  country.  *  *  * 


The  testimony  submits  no  formal  response  to  this  argu¬ 
ment.  The  fact  recited  is  self-evident.  A  schedule  of  rail¬ 
way  tariffs,  whether  adjusted  upon  a  mileage  basis  or  to 
what  is  sometimes  called  the  post-ofiice  principle  of  fixing 
the  tariff  or  to  a  combination  of  these  two  principles,  must, 
from  the  nature  of  the  case,  make  discriminations.  The 
conferring  of  the  power  to  supervise  rates  upon  an  admin¬ 
istrative  body  would  not  change  this  situation.  The  point 
to  be  decided,  therefore,  pertains  to  the  choice  of  an 
agency  for  making  a  formal  and  in  any  case  a  more  or 
less  arbitrary  adjustment  of  conflicting  interests. 

Four  phases  of  rate  waking. — To  this  point  the  general 
arguments  for  and  against  conferring  the  rate-making 
power  upon  an  administrative  agency  of  government  have 
been  stated  without  regard  to  the  special  proposals  which 
would  limit  in  their  respective  degrees  the  grant  of  power. 
This  course  was  desirable  because  most  of  the  arguments 


take  little  account  of  the  precise  extent  of  the  power  pro¬ 
posed  to  be  conferred.  It  is  necessary  now  to  differentiate 
several  plans  which  have  been  presented  to  the  committee. 
Four  distinct  degrees  of  delegation  of  legislative  power 
over  future  rates  have  been  proposed.  These  are  that  the 
Commission  shall  have  power  to  fix — 

A.  Maximum  rates. 

B.  Maximum  and  minimum  rates. 

( \  Differentials  or  relations  between  or  among  rates. 

I).  Absolute  or  exact  rates. 

If  the  power  indicated  by  the  first  designation  should  be 
granted,  it  would  extend  merely  to  fixing  the  limits  above 
which  rates  should  not  go.  The  carriers  would  still  be  free 
to  lower  their  rates  at  will  and  to  make  any  charges  as 
long  as  the  prescribed  limits  were  observed.  This  power 
could  not  serve  to  control  relations  among  rates  unless  it 
should  be  found  lawful  and  practicable  to  lix  the  maxima 
so  low  that  any  voluntary  reduction  below  them  would  be 
prevented  by  the  certainty  of  financial  loss.  Several  wit¬ 
nesses  who  favor  the  rate-making  power  stoutly  resist  the 
idea  that  it  should  go  bevond  the  mere  fixing  of  maximum 
rates.  Thus  the  member  of  the  Interstate  Commerce 
Commission,  whose  service  in  that  capacity  exceeds  in 
duration  that  of  anv  of  his  colleagues,  testified: 


Senator  Dolliver.  Would  it  be  agreeable  to  the  opinion  of  the  Com¬ 
mission  to  narrow  this  power  to  revise  rates  in  eases  where  the  rates 
are  complained  of  as  unjust  and  unreasonable  in  themselves? 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


127 


Mr.  Clements.  You  mean  to  fix  the  minimum? 

Senator  Dolliyer.  I  mean  to  confine  the  power  of  supervising  rates 
to  cases  where  a  rate  is  complained  of  as  unjust  and  unreasonable  in 
itself. 

Mr.  Clements.  I  have  never  thought  of  it  as  asuitablething  for  any 
other  purpose  except  for  the  correction  of  an  excessive  rate. 

Senator  Newlands.  You  mean  an  excessive  rate  per  se  or  excessive 
by  comparison? 

Mr.  Clements.  Excessive  in  itself.  *  *  * 

******  * 

Mr.  Clements.  Well,  I  have  always  thought  that  when  a  rate  was 
found  to  be  unreasonable,  that  public  authority  ought  to  be  able  to 
find  what  is  the  reasonable  rate  and  order  the  carriers  to  cease  and 
desist  from  charging  any  more  than  the  reasonable  rate  in  that  case, 
and  that  that  ought  to  go  into  effect  within  a  reasonable  time  within 
which  the  carriers  may  apply  to  the  courts  if  they  desire  to  do  so. 

Senator  Kean.  Does  that  mean  a  maximum  and  a  minimum? 

Mr.  Clements.  I  have  never  advocated  a  minimum  rate. 

Another  member  of  the  Commission  was  more  explicit 
in  presenting1  his  reasons  for  opposing  a  grant  of  power 
beyond  that  to  fix  maximum  rates.  He  said: 

Senator  Foraker.  Suppose  you  have  two  localities,  on  different  Mr.  Fifer,  3353. 
lines,  and  complaint  is  made  that  one  locality  has  a  rate  that  is  dis¬ 
criminatory  against  it  as  compared  with  the  other,  and  suppose  the 
“defense  would  be  by  that  road  that  that  is  only  a  reasonable  rate  and 
you  would  find  it  reasonable,  you  would  have  to  find  the  other  was 
unreasonably  low? 

Mr.  F ifer.  Then  you  would  destroy  the  competition  of  markets. 

That  would  be  the  danger  about  that. 

Senator  Foraker.  And  that  would  not  be  a  good  thing  to  do? 

Mr.  Fifer.  I  think  it  would  not.  It  would  tend  to  destroy  the 
competition  between  markets,  which  is  certainly  a  great  regulator  of 
rates. 


Certain  witnesses  who  have  been  prominent  in  the  move¬ 
ment  in  favor  of  granting  the  rate-making  power  take  a 
similar  view.  The  chairman  of  the  executive  committee 
of  the  Interstate  Commerce  Law  Convention  said: 

Mr.  Bacon.  Yes;  and  furthermore  I  will  say  that  I  would  prefer  to  Mr.  Bacon,  1788. 
see,  instead  of  an  absolute  rate  fixed,  a  maximum  rate.  I  should  pre¬ 
fer  to  see  the  Commission  empowered  to  fix  a  maximum  rate. 

Senator  Newlands.  So  that  the  carriers  could,  if  they  chose,  dimin¬ 
ish  the  rate? 

Mr.  Bacon.  Certainlv;  ves,  sir. 

J  7  *  t  7 

•  _ 

And  the  attorney  for  the  Texas  Cattle  Raisers’  Associa¬ 
tion  said: 


It  does  not  seem  to  me  that  it  ought  to  lie  anywhere  in  the  Com-  Mr.  Cowan, 
mission  to  advance  a  rate,  for  I  agree  with  Governor  Fifer’ s  statement.  " 
wherein  he  stated  that  you  can  rest  it  with  the  railroads  to  make  their 
rates  high  enough. 

On  the  other  hand,  some  witnesses  strongly7  urged  that 
effective  regulation  requires  authority  to  prescribe  mini¬ 
mum  rates  and  definitely  to  fix  the  relations  among  rates. 

An  attorney  representing  certain  interests  in  the  city  of 
Spokane  said: 

A  man  may  be  ruined  as  completely  by  a  rate  of  8  mills,  which  is  a  Mr-  Adams, 
reasonable  rate,  when  his  competitor  pays  2,  or  by  8  cents  when  his  “919, 
competitor  pays  2  cents.  It  is  the  comparative  reasonableness  and 
not  the  actual  reasonableness  of  a  rate  which  is  the  grievance. 


128 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr.  Staples,  31. 


Mr.  Cummins. 
2053,  2073,  2077. 


Mr.  Proutv, 
2885,  2886. 


Evidently  for  the  reasons  suggested  by  the  foregoing  a 
member  of  the  railroad  and  warehouse  commission  of 
Minnesota  said: 

Let  us  remember  that  for  a  full  remedy  you  must  confer  power  to 
raise  as  well  as  lower  rates.  This  exercise  may  not  often  be  justi¬ 
fiable  but  it  is  sometimes  the  right  solution. 

The  governor  of  Iowa  also  favored  the  power  to  advance 
rates,  although  believing  that  its  frequent  exercise  would 
not  be  called  for.  He  said: 

Mr.  Cummins,  i  think  it  is  quite  true  when  you  give  the  Commission 
the  power  to  fix  a  rate  instead  of  the  one  condemned  you  give  it  the 
power  either  to  raise  or  lower  the  rate. 

The  Chairman.  Do  you  not  think  that  that  power  will  always  be 
exercised  in  the  direction  of  reducing  the  rate? 

Mr.  Cummins.  I  do  not  *  *  * 

Senator  Cullom.  I  see  *  *  *  that  a  *  *  *  gentleman  rep¬ 
resenting  the  President  *  *  *  took  occasion  to  declare  that  rail¬ 
road  legislation  must  come  because  the  sentiment  of  the  country  de¬ 
mands  it,  but  he  limited  his  definite  suggestion  to  the  granting  of  the 
powrer  to  fix  a  maximum  rate.  Do  you  believe  in  that? 

Mr.  Cummins.  No,  sir;  I  would  not  limit  the  powrer  of  the  Commission 
to  a  maximum  rate,  although  I  would  not  expect  the  power  to  be  ex¬ 
ercised  oftentimes  otherwise  than  through  a  maximum  rate.  *  *  * 
There  are  circumstances  under  which  I  believe  in  a  maximum  rate. 
There  are  times  when  a  mere  maximum  rate  would  not  accomplish 
anything  if  the  particular  railway  or  other  railways  covering  the 
same  territory  were  at  liberty  to  change  their  rates  so  as  to  preserve 
the  old  relations. 

A  member  of  the  Interstate  Commerce  Commission 
favors  the  right  to  fix  absolute  rates,  but  thinks  it  woidd 
not  be  used  to  advance  rates.  He  said: 

Senator  Dolliver.  If  the  power  is  given  the  Commission  to  substi¬ 
tute  a  rate  for  one  challenged,  will  not  that  confer  upon  it  the  power 
to  advance  and  lower  rates? 

Mr.  Prouty.  I  do  not  think  the  Commission  would  exercise  the 
power  to  advance  a  rate.  It  would  confer  that  power  and  it  must  of 
necessity  confer  that  power  if  the  Commission  is  to  fix  a  differential, 
because  there  are  certain  cases  where  a  differential  can  not  be  fixed 
unless  you  have  a  right  to  fix  both  the  maximum  and  the  minimum 
rates. 

Senator  Dolliver.  Where  discriminations  between  the  communities 
are  alleged,  if  the  power  is  given  to  the  Commission  to  fix  the  rate, 
could  it  not  lower  the  rate  or  raise  the  rate  to  avoid  the  discrimina¬ 
tion? 

Mr.  Prouty.  I  think  the  Commission  in  that  case  should  be  allowed 
to  determine  the  differential  without  saying  whether  the  rate  should 
be  lower  or  higher.  The  railroads  should  be  allowed  to  observe  it. 
If  they  declined  to  observe  it,  then  the  Commission  should  be  allowed 
to  do  it.  *  *  * 

Senator  Cullom.  If  the  maximum  rate  were  to  be  made  for  the  whole 
country,  it  would  have  to  be  made  so  high  that  the  railroads  would 
not  observe  it,  or  else  the  people  would  be  charged  more  in  many 
cases  than  they  ought  to  be? 

Mr.  Prouty.  1  would  not  favor  the  attempt  to  make  a  maximum 
rate.  I  have  said  that. 

Senator  Cullom.  Some  of  the  States  make  maximum  rates. 

Mr.  Prouty.  Yes;  and  some  make  absolute  rates. 

• 

How  long  .shall  the  Commission's  order  he  enforced? — If 
any  degree  of  the  rate-making  power  is  to  be  granted  to 
the  Commission,  the  question  whether  the  rates  so  made 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


129 


are  permanently  or  temporarily  to  be  enforced  becomes 
important. 

The  vice-president  of  the  Baltimore  and  Ohio  Railroad 
regards  it  as  impracticable  to  have  an  order  which  would 
be  permanently  in  force.  He  said: 

I  think,  myself,  that  it  will  be  absolutely  necessary  to  have  it  so  Mr.  Bond,  1406. 
that  you  will  not  have  to  go  back  to  a  court  every  time  you  want  to 
adjust  a  rate,  because  that  is  absolutely  impracticable. 

The  chairman  of  the  executive  committee  of  the  Atchi¬ 
son,  Topeka  and  Santa  Fe  Railroad  said: 

If  the  law  made  the  rate  to  continue  only  so  long  as  substantially  Mr.  Morawetz, 
similar  conditions  exist,  the  railroad  companies  could  change  the  rates  858- 
whenever  conditions  changed. 

The  conclusion  indicated  by  the  foregoing  seems  to  have 
had  the  approval  of  some  of  those  who  represent  the  com¬ 
mercial  organizations.  The  chairman  of  the  executive 
committee  of  the  Interstate  Commerce  Law  Convention 
said: 

I  think  that  if  occasions  arise  which  render  the  raising  of  the  rate  Mr. Bacon, 1787, 
necessary  in  the  fair  relation  of  interest  between  the  public  and  the  1788, 
carrier,  that  they  should  be  raised  just  as  readily  as  they  should  be 
reduced. 

Senator  Newlands.  And  would  you  give  the  carriers  the  power  to 
do  that? 

Mr.  Bacon.  Placing  the  responsibility  upon  them  to  be  able  to  show 
that  there  is  a  change  in  conditions  and  circumstances  which  necessi¬ 
tate  it. 

Senator  Newlands.  And  would  you  require  them  to  show  that 
change  of  conditions  before  the  new  rate  went  into  effect?  I  under¬ 
stand  that  would  not  be  adequate,  because  oftentimes  they  are  com¬ 
pelled  to  put  this  rate  into  operation  immediately  in  order  to  meet 
the  conditions. 

Mr.  Bacon.  I  would  not;  but  I  would  make  them  amenable  to  the 
Commission  upon  citation  by  the  Commission  to  show  cause  for  that 
change — to  appear  before  them  and  justify  the  change.  *  *  * 

Senator  Newlands.  You  would  also  give  them  the  power  to  go 
beyond  the  maximum  rate? 

Mr.  Bacon.  If  they  justified  it  before  the  Commission. 

Senator  Newlands.  And  allow  them  to  do  it  immediately,  giving 
them  the  opportunity  afterwards  to  justify  themselves  before  the 
Commission? 

Mr.  Bacon.  With  the  usual  ten  days’  notice;  yes,  sir. 

Opinions  of  the  same  sort  were  expressed  by  members 
of  the  Commission.  The  chairman  of  the  Commission 
declared: 

*  *  *  Any  order  which  the  Commission  makes  requiring  a  rate  Mr.  Knapp, 
to  be  changed  in  the  future  should  be  limited  in  time  as  to  its  effect  330°' 
to  a  not  very  long  period. 

Another  member  of  the  Commission  said: 

I  have  always  insisted,  in  order  to  obviate  that  difficulty — I  do  not  Mr.  Prouty, 
think  there  is  any  real  difficulty,  but  in  order  to  obviate  it,  if  there  be  2885,  2896* 
one — that  the  rate  fixed  by  the  Commission  should  be  observed  for 
a  certain  length  of  time  and  should  then  be  obligatory  on  the  car¬ 
rier.  *  *  *  Well,  I  have  always  said  that  if  the  carrier  were  obliged 
to  accept  the  judgment  of  that  tribunal  and  put  in  that  rate  it  would 
answer  the  same  purpose  as  though  it  were  obliged  to  observe  it  for  a 
certain  length  of  time. 


S.  Doc.  244,  59-1 - 9 


130 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Mr. 

p.  3373. 


Senator  Clapp.  First  have  the  carrier  accept  that  rate  and  put  it  into 
effect  and  let  it  become  the  condition  as  to  that  road? 

Mr.  Pkouty.  Yes. 

Senator  Clapp.  And  then  if  the  carrier  thought  that  conditions  had 
changed  so  as  to  require  another  rate,  let  the  carrier  initiate  that  other 
rate,  subject  to  the  same  authority  of  the  Commission  to  challenge  and 
reduce  or  fix  as  they  did  before? 

Mr.  Pkouty.  Yes;  it  has  always  been  my  opinion  that  that  would 
work  out  all  right.  The  principal  thing  is  to  substitute  the  judgment 
of  somebody  else  for  the  judgment  of  the  carrier.  *  *  *  As  1  have 
said,  it  sounds  like  a  ridiculous  proposition  to  say  that  after  the  Com¬ 
mission  has  been  to  the  trouble  of  determining  the  rate,  that  the  car¬ 
rier  may  change  it  the  next  day,  having  put  it  in  for  one  day,  but  you 
must  assume  that  people  are  going  to  act  in  good  faith  in  this  world, 
and  it  seems  to  me  that  you  would  have  accomplished  all  you  desired 
to  accomplish  by  a  proposition  of  that  sort. 

At  least  two  other  members  of  the  Commission  ex¬ 
pressed  similar  views,  one  of  them  saying: 

Cockrell,  *  *  *  I  would  have  the  finding  of  the  Commission  go  into  imme¬ 

diate  effect,  but  remain  subject  to  appeal  and  decision  of  the  courts; 
and  if  there  was  no  appeal,  or  if  the  decision  of  the  court  that  the  rat¬ 
ing  was  a  reasonable  and  just  one,  that  rate  should  be  observed  and 
obeyed — you  might  say  for  some  reasonable  time,  you  might  fix  some 
time.  It  ought  to  remain  the  rate  and  the  legal  rate  until  the  condi¬ 
tions  and  circumstances  existing  at  the  time  the  rate  was  fixed  by  the 
Commission  had  substantially  changed,  so  as  to  justify  a  change  in 
the  rating. 

\  Now,  I  do  not  know  how  long  that  might  be.  It  certainly  would 
not  be  a  permanent  decision  that  could  not  be  reviewed  in  any  way, 
and  I  am  inclined  to  think  that  the  railroads  would  have  the  right 
under  general  principles  of  right  and  justice,  if  the  conditions  had 
wholly  changed  and  the  circumstances  clearly  justified  the  increase — 
they  ought  to  have  the  right  to  make  a  change,  and  then  that  changed 
rate  would  be  subject  to  be  passed  upon  by  the  Commission. 

Many  minor  recommendations  are  to  be  found  in  the 
testimony  to  which  no  reference  has  been  made  in  this 
report.  They'  do  not,  however,  touch  the  main  question 
in  controversy  and  for  this  reason  have  been  omitted  in 
this  review. 

All  of  which  is  respectfully  submitted. 

Henry  C.  Adams. 

,  H.  T.  Newcomb. 


December  15,  1905. 


REGULATION  OF  RAILWAY  RATES. 


DIGEST  OF  THE  HEARINGS 

BEFORE  THE  COMMITTEE  ON  INTERSTATE  COMMERCE, 
SENATE  OF  THE  UNITED  STATES, 

HELD  FROM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE. 

TOGETHER  WITH  CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE, 

DATED  JULY  3,  1905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  INTERSTATE  COMMERCE  COMMISSION, 

AND 

H.  T.  NEWCOMB. 


APPENDIX  I. 

INTERSTATE  COMMERCE  LAW,  WITH  CHANGES  AND 
AMENDMENTS  INDICATED. 

COMPILED  BY 

H.  T.  NEWCOMB. 


131 


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jurisdiction  shall  be  punished  by  line  not  wherein  the  United  States  is  complainant,  thereof  shall  be  punished  by  a  tine  of  not 

less  than  one  hundred  dollars  nor  more  than  including  eases  submitted  but  not  yet  de-  less  than  one  thousand  dollars  nor  more  than 

live  thousand  dollars,  or  by  imprisonment  cided,  an  appeal  from  the  final  decree  of  the  twenty  thousand  dollars.  In  all  convictions 

for  not  more  than  one  year  or  by  both  such  circuit  court  will  lie  only  to  the  Supreme  occurring  after  the  passage  of  this  Act  for 

fine  and  imprisonment.  Court  and  must  be  taken  within  sixty  days  offenses  under  said  Acts  to  regulate  com- 


162 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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166 


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REGULATION  OF  RAILWAY  RATES. 


DIGEST  OF  THE  HEARINGS 

BEFORE  THE  COMMITTEE  ON  INTERSTATE  COMMERCE, 
SENATE  OF  THE  UNITED  STATES, 

HELD  FROM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE, 

TOGETHER  WITH  CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE, 

DATED  JULY  3,  1905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  UNITED  STATES  INTERSTATE  COMMERCE  COMMISSION, 

AND 

H.  T.  NEWCOMB. 


APPENDIX  II. 

FREIGHT  RATES  VIA  RAILWAY  ROUTES. 


DATA  SUPPLIED  BY  MR.  J.  M.  SMITH, 

AUDITOR  OF  THE  INTERSTATE  COMMERCE  COMMISSION, 

DECEMBER  19,  1905. 


167 


. 


* 


f 


I 


APPENDIX  II 


FREIGHT  RATES  VIA  RAILWAY  ROUTES. 

[Data  supplied  by  Mr.  J.  M.  Smith,  Auditor  of  the  Interstate  Commerce  Commission.] 

Table  No.  1. — Changes  in  rates  on  sugar ,  C.  L.,from  New  Orleans ,  La.,  New  York, 
N.  F,  Philadelphia ,  Pa.,  and  Baltimore,  Md.,  to  the  following  points,  June  1,  1905,  to 
date,  via  all  rail. 


[Rates  in  cents  per  100  pounds.**] 


From  New  Orleans,  La.  From  New  York,  N.  Y. 


* 

To— 

June  1, 1905. 

June  15, 1905. 

July  6, 1905. 

July  J3, 1905. 

July  14, 1905. 

July  18, 1905. 

Present  rates. 

June  1, 1905. 

J  uly  5, 1905. 

July  11, 1905. 

July  20, 1905. 

July  25, 1905. 

Present  rates.  | 

i 

Chicago,  Ill . 

21 

21 

21 

21 

21 

10 

10 

30 

30 

30 

17 

15 

15 

St.  Louis,  Mo . 

15 

15 

15 

15 

15 

10 

10 

35 

35 

35 

17 

15 

15 

Peoria,  Ill . 

21 

21 

21 

21 

21 

10 

10 

33 

33 

33 

17 

15 

15 

Cincinnati,  Ohio . 

16| 

16! 

16! 

16! 

16! 

11 

11 

26 

26 

26 

17 

15 

15 

Louisville,  Ky . 

15 

15 

15 

15 

15 

10 

10 

30 

30 

30 

17 

15 

15 

Dubuque,  Iowa . 

30 

30 

22 

12 

12 

10 

10 

40 

40 

40 

17 

15 

15 

Omaha,  Nebr . 

32 

32 

22 

12 

12 

10 

10 

47 

37 

27 

17 

15 

15 

Kansas  City,  Mo . 

32 

32 

22 

12 

12 

10 

10 

47 

37 

27 

17 

15 

15 

St.  Paul,  Minn . 

28 

30 

25 

25 

21 

15 

15 

46 

46 

46 

46 

46 

46 

Minneapolis,  Minn . 

28 

30 

25 

25 

21 

15 

15 

46 

46 

46 

46 

46 

46 

„ 

To— 

From  Philadelphia,  Pa. 

From  Baltimore,  Md. 

June  1. 1905. 

July  5, 1905. 

O 

05 

rH 

rH 

rH 

>» 

>“5 

July  20, 1905. 

July  25, 1905. 

Present  rates. 

June  1, 1905. 

lO 

o 

rH 

IO 

July  11, 1905. 

July  20, 1905. 

lO 

O 

05 

rH 

If? 

<N 

t— 

►“5 

Present  rates.  | 

Chicago,  Ill . 

28 

28 

28 

15  13 

13 

27 

27 

27 

14 

12 

12 

St.  Louis,  Mo . . 

33 

33 

33 

15  13 

13 

32 

32 

32 

14 

12 

12 

Peoria,  Ill . 

31 

31 

31 

15  13 

13 

30 

30 

30 

14 

12 

12 

Cincinnati,  Ohio . 

24 

24 

24 

15  13 

13 

23 

23 

23 

14 

12 

12 

Louisville,  Ky . 

28 

28 

28 

15  13 

13 

27 

27 

27 

14 

12 

12 

Dubuque,  Iovva . 

38 

38 

38 

15  13 

13 

37 

37 

37 

14 

12 

12 

Omaha,  Nebr . 

47 

35 

•  25 

15  13 

13 

44 

34 

24 

14 

12 

12 

Kansas  Citv,  Mo . 

47 

35 

25 

15  13 

13 

44 

34 

24 

14 

12 

12 

St.  Paul,  Minn . 

44 

44 

44 

44  44 

44 

43 

43 

43 

43 

43 

43 

Minneapolis,  Minn . 

44 

44 

44 

44  j  44 

44 

43 

43 

43 

43 

43 

43 

aSince  Table  No.  1  (on  sugar)  was  prepared,  there  have  been  the  following  reductions  on  sugar, 
C.  L.,  from  New  Orleans,  La.,  to  Chicago,  Ill.,  Cincinnati,  Ohio,  St.  Louis,  Mo.,  Louisville,  Ky.,  and 
Evansville,  Ind.,  7  cents  per  100  pounds,  same  being  the  present  rates  per  Illinois  Central  Railroad. — 
(I.  C.  C.  No.  B-3505,  effective  August  6,  1905.) 

Tariffs:  Pennsylvania  Railroad,  I.  C.  C.  G.  Nos.  2515,  2520,  2525,  and  2283;  Illinois  Central  Railroad, 
I.  C.  C.  Nos.  B-3449  and  3187;  Western  Trunk  Line  Committee,  I.  C.  C.  Nos.  451  and  552;  Baltimore 
and  Ohio  Railroad,  I.  C.  C.  Nos.  4597,  4598,  5305,  and  4599. 


169 


170 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  2. — Rates  on  coffee,  C.  L.  [green  and  roasted) ,  from  New  Orleans,  La.,  New 
York,  N.  Y.,  Philadelphia,  Pa.,  and  Baltimore,  Md.,  to  the  following  points ,  June  1 
1905,  to  date,  via  all  rail. 

[Rates  in  cents  per  100  pounds.] 


To— 

From  New  Orleans,  La. 

From  New  York,  N.  Y. 

June  1.  1905. 

June  28,  1905. 

July  2,  1905. 

July  6,  1905. 

July  15,  1905. 

July  18,  1905. 

July  24,  1905. 

August  3, 1905. 

Present  rates. 

June  1, 1905. 

June  17, 1905. 

July  5,1905. 

July  20, 1905. 

July  25,1905. 

Present  rates. 

1 

Chicago,  Ill . 

22 

22 

22 

22 

22 

22 

10 

10 

10 

30 

30 

30 

25 

17 

17 

St.  Louis,  Mo . 

20 

20 

20 

20 

20 

20 

10 

10 

10 

35 

35 

35 

25 

17 

17 

Peoria,  Ill . 

22 

22 

22 

22 

22 

22 

10 

10 

10 

33 

33 

33 

25 

17 

17 

Cincinnati,  Ohio . 

22 

22 

22 

22 

22 

22 

22 

11 

11 

26 

26 

26 

25 

17 

17 

Louisville,  Kv . 

20 

20 

20 

20 

20 

20 

20 

10 

10 

30 

30 

30 

25 

17 

17 

Dubuque,  Iowa . 

29 

29 

29 

29 

29 

10 

10 

10 

10 

40 

40 

40 

25 

17 

17 

Kansas  City,  Mo . 

a  35 

26 

26 

21 

10 

10 

10 

10 

10 

57 

48 

33 

25 

17 

17 

Omaha,  Nebr . 

«38 

«  38 

29 

21 

10 

10 

10 

10 

10 

57 

48 

33 

25 

17 

17 

St.  Paul,  Minn . 

a  40 

a  40 

a  40 

25 

15 

15 

15 

15 

15 

46 

46 

46 

46 

46 

46 

Minneapolis,  Minn . 

a  40 

a  40 

a  40 

25 

15 

15 

15 

15 

15 

46 

46 

46 

46 

46 

46 

To— 


Chicago,  Ill . 

St.  Louis,  Mo . 

Peoria,  Ill . 

Cincinnati,  Ohio  . . 

Louisville,  Ky . 

Dubuque, Iowa  ... 
Kansas  City,  Mo  . . 

Omaha,  Nebr . 

St.  Paul,  Minn . 

Minneapolis,  Minn 


From  Philadelphia 

,  Pa. 

* 

From  Baltimore,  Md. 

June  1, 1905. 

June  17,  1905. 

July  5,  1905. 

July  20,  1905. 

July  25,  1905. 

Present  rates. 

June  1,  1905. 

June  17,  1905. 

July  5,  1905. 

July  20,  1905. 

July  25,  1905. 

Present  rates,  j 

28 

•  28 

28 

23 

15 

15 

27 

27 

27 

22 

14 

14 

33 

33 

33 

23 

15 

15 

32 

32 

32 

22 

14 

14 

31 

31 

31 

23 

15 

15 

30 

30 

30 

22 

14 

14 

24 

24 

24 

23 

15 

15 

23 

23 

23 

22 

14 

14 

28 

28 

28 

23 

15 

15 

27 

27 

27 

22 

14 

14 

38 

38 

38 

23 

15 

15 

37 

37 

37 

22 

14 

14 

55 

46 

31 

23 

15 

15 

54 

45 

30 

22 

14 

14 

55 

46 

31 

23 

15 

15 

54 

45 

30 

22 

14 

14 

44 

44 

44 

44 

44 

44 

43 

43 

43 

43 

43 

43 

44 

44 

44 

44 

44 

44 

43 

43 

43 

43 

43 

43 

a  Roasted  coffee:  To  Kansas  City,  40  cents;  Omaha,  43  cents;  and  St.  Paul,  45  cents. 

Tariffs:  St.  Louis  and  San  Francisco  Railroad,  I.  C.  C.  No.  4292;  Illinois  Central  Railroad,  I.  C.  C. 
Nos.  B-3496,  1426,  B-3462;  Chicago,  Rock  Island  and  Northern  Pacific  Railway,  I.  C.  C.  No.  C-6475; 
Pennsylvania  Railroad,  I.  C.  C.  G.  Nos.  2283,  2515,  2520,  2525;  Baltimore  and  Ohio  Railroad,  1.  C.  C. 
Nos.  4598,  5305;  Western  Trunk  Line  Committee,  I.  C.  C.  Nos.  451,  455,  552. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


171 


Table  No.  3. — Rates  on  lumber ,  C.  L.  ( except  hardwood ),  from  Georgia ,  Mississippi, 
Louisiana,  Michigan,  Wisconsin,  Arkansas,  Texas,  Washington,  Oregon,  and  Califor¬ 
nia  points  to  Chicago,  TIL,  and  Kansas  City,  Mo. 

[Rates  in  cents  per  100  pounds.] 


From — 

To  Chicago,  Ill. 

To  Kansas  City,  Mo. 

Rate. 

Tariffs. 

Rate. 

Tariffs. 

Georgia: 

Augusta . 

Albany  . 

Americus . 

26 

27 

27 

•Southern  Rwy.,  I.C.C.,  9265  .. 

30 

31 
31 

■Southern  Rwy.,  I.  C.  C.,  9265. 

Macon . 

Tifton  . 

26 

27 

30 

31 

Wav  cross . 

Mississippi: 

Arundel . 

Ellesville  . .  r . 1 

27 

31 

Glade . 

Hattiesburg . 

Laurel . 

26 

N.  O.  and  N.  E.  R,  R.,I.C.C., 
1766. 

23 

N.  O.  and  N.  E.  R.,  I.  C.  C.,  1766. 

Lumberton . 

J  ackson . 

Louisiana: 

Arkana  . 

Bolinger . 

Hughes . 

Benton . 

Taylor . 

-  26 

St.  L.  S.  W.  Rwv.,  I.  C.  C.,  Nos. 
2049  and  2207. 

23 

St.  L.  S.  W.  Rwv.,  I.C.C.,  Nos. 
2049  and  2207. 

Hnmilton . 

Shreveport . 

Michigan:  * 

Champion _ _ 

Balsam . 

Granite . 

12 

C.  and  N.W.  Rwy.,I.C.C.,5274. 

20 

W.  T.  L.,  I.C.C.,  No.  612. 

Ishpeming . 

Palmer . 

Wisconsin: 

Oshkosh . 

8-1 

13 

Oconto . 

84 

14 

Wausau . 

10 

Ic .  and  N. W .  Rwy . ,  I .  C .  C . ,  5274 . 

16 

•C.and  N.  W.  Rwy.,  I.C.C.,5274. 

Rhinelander . 

10 

12 

m 

19 

Hurley . 

J 

Arkansas: 

Little  Rock . 

Haywood . 

/ 

Kingsland . 

Camden . 

26 

St.  L.  S.  W.  Rwy.,  I.  C.  C.  2207  . . 

23 

St.  L.  S.  W.  Rwy.,  I.  C.  C.  2049. 

Pine  Bluff . 

McNeil . 

Stamps . 

Texas: 

Simms . 

Naples . 

Deleose . 

Big  Sandy . 

26 

. do . 

23 

Do. 

Goodson . 

Holcomb . 

Forrest . 

Lufkins . 

Washington: 

Anacortes . 

Badger . 

Belfast . 

60 

Trans-Continental,  I.  C.  C.  564. 

60 

Trans-Continental,  I.  C.  C.  564. 

Bothell . 

Seattle . 

Spokane  . 

50 

. do . 

50 

Do. 

Walla  Walla . 

Oregon: 

Baker  City . 

50 

. do . 

40 

Do. 

Beatty  . .  .* . 

Columbia . 

Dallas . 

60 

. do . 

60 

Do. 

Deer  Island . 

Portland . 

The  Dalles . 

50 

. do . 

50 

Do. 

California: 

Eureka . 

Caspar  . 

60 

Trans-Continental,  I.  C.  C.  318. 

60 

Trans-Continental.  I.  C.  C.  318. 

Albion . 

Greenwood . 

172 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  4. — Rates  on  lumber ,  C.  L.  ( except  hard  wood ),  from  Canadian,  Michigan, 
Wisconsin,  Georgia,  Oregon,  Washington,  and  California  points  to  Willimantic,  Conn., 
Springfield,  Mass.,  Concord,  N.  II.,  and  Prondence,  R.  I. 

[Rates  in  cents  per  100  pounds.] 


From — 

To  Willi¬ 
mantic, 
Conn. 

To  Spring- 
field,  Mass. 

Canadian  points: 

Via  Canadian  Pacific  Rwy. — 

Montreal,  Canada . 

131 

15 

St.  John,  Canada . 

13! 

14 

Sutton,  Canada . 

13 

14 

.Tohnville.  Canada . 

15 

15 

McLeod,  Canada . 

Via  Canada  Atlantic  Rwy.— 

Ottawa,  Ontario . 

15 

Canadian  P 
I.C.C 

15 

acific  Rwv., 
E-283. 

Rockland,  Ontario . 

16 

16 

Hawkesburv,  Ontario . 

St.  Polvcarpe,  Quebec . 

Canada  Atlantic  Rwy 


To  Con-  j  To  Provi- 
cord,  N.  H.  dence,  R.  I. 


13| 
12 
12 
131 1 

14  ; 


16 

16 

15! 

16] 

17 


16 


16 


I.C.C. 


Via  Grand  Trunk  Rwy. — 

Dixville,  Quebec.'. . 

Coaticook,  Quebec . 

Hillburst,  Quebec . 

Sherbrooke,  Quebec  .... 
Brompton  Falls,  Quebec 

Michigan: 

Battlecreek . 

Grand  Rapids . 

Jackson . 

Niles . 


16? 


217  and  35. 


(«) 


Grand  Trunk  Rwy., 
I.  C.  C.  128  and  247. 


24 


24 


Michigan  Central  R.  R.,  I.C.C. 


12 


24 


15f 


24 


1989. 


Wisconsin: 

Oshkosh 

Oconto . 

Wausau . 

Rhinelander 
Harvey . 


Georgia: 

Albany  . 

Bainbridge  . 

Dupont . 

Tifton . 

Thomas  vi  lie 
Valdosta 
Way  cross  . . . 


6  32 
b  34 


b  30! 

b  32 
6  34 


b  30! 

b  32 
6  34 


Mich.  Central,  I.  C.  C.  2170.  and  C. 
and  N.  W.  Rwy.,  I.  C.  C.  5274. 


35 


35 


35 


Atlantic  Coast  Line  R.  R.,  I.  C.  C. 
4005. 


b  30! 

b  32 
b  34 


c  31 


Oregon: 

Baker  City 


Beatty . 

Columbia  . . 

Dallas . 

Deer  Island 
Portland . . . 
The  Dalles . 


Washington: 
Anacortes. . . 

Badger . 

Belfast . 

Bothell . 

Seattle . 

Spokane 
Walla  Walla 


California: 

Eureka 

Caspar . 

Albion . 

Greenwood 


b  72  b  72  t  b  72 

Trans-Continental,  I.  C.  C.  564,  anc 
tral,  I.  C.  C.  2170. 


b  72 

Mich.  Cen- 


6  82  6  82 

6  82 

6  82 

6  72  6  72 

6  72  j 

6  72 

Trans-Continental,  I.  C.  C.  564,  and  Mich.  Cen¬ 
tral,  I.  C.  C.  2170. 


b  82 


b  2 


b  82 


b  72 


b  82 


Trans-Continental,  I.  C.  C. 

tral,  I.  C.  C. 


b  82 


b  82 


Trans-Continental,  I.  C.  C. 

tral,  I.  C.  C. 


6  72  ! 

564,  and 
2170. 


b  82 

564,  and 
2170. 


b  82 

6  72 

Mich.  Cen- 

682 

Mich.  Cen- 


«  No  through  rates. 


6  Based  on  Chicago,  Ill. 


e  Water  competition  point. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


173 


Table  No.  5. — Rates  on  potatoes ,  C.  L. ,  from  Wisconsin,  Minnesota,  Colorado,  Missouri r 

Texas,  and  Kansas  points  to  Kansas  City,  Mo. 

[Rates  in  cents  per  100  pounds.] 


From — 

To  Kansas 
City,  Mo. 

Wisconsin: 

Appleton  . 

Chippewa  Falls . 

Eau  Claire . 

25 

Fond  du  Lac . 

Green  Bav . 

Minnesota: 

Anoka  . 

23 

Bethel  . 

25 

Brandon . 

30 

Cloquet . 

25 

Duluth . 

25 

Colorado: 

Denver . 

Colorado  Springs . 

35 

Trinidad . 

Pueblo . 

Missouri: 

Choctaw . 

Forrers . 

Grassv  Bayou . 

Ipley*. - ' . 

Kennett  . 

Pokono  . 

Steele  . 

Texas: 

Dallas . 

25 

1 

Fort  Worth . 

j  35 

Waco  . 

Kansas: 

Abilene . 

15i 

Anthony .  . 

Hutchinson . 

23 

21 

McPherson . 

20 

Tariff. 


W.  T.  L.,  I.  C.  C.  414. 


•W.  T.  L.,  I.  C.  C.  355. 


/Trans-Missouri  Freight  Bureau,  I.  C.  C. 
\  158. 


St.  L.  and  S.  F.  R.  R.,  I.  C.  C.  4577. 

/Southwestern  Tariff  Committee,. 
1  I.  C.  C.  396. 

■ 

•A.,  T.  and  S.  F.  Rwy.,  I.  C.  C.  3107. 


Table  No.  6. — Rates  on  potatoes,  C.  L.,  from  points  in  Missouri,  Minnesota,  Colorado > 

Wisconsin,  Texas,  and  Kansas,  to  Fort  Worth,  Tex. 

[Rates  in  cents  per  100  pounds.] 


From — 


To  Fort 
Worth, 
Tex. 


Tariff. 


Wisconsin: 

Appleton . 

Chippewa  Falls.. 

Eau  Claire . 

Fond  du  Lac . 

Green  Bay . 

Minnesota: 

Andover . 

Anoka . 

Cedar . . 

Clear  Lake . . 

St.  Cloud . 

Colorado: 

Denver . . 

Pueblo . 

Colorado  Springs. 
Missouri: 

Choctaw . 

Forrers . 

Ipley . 

Kennett . 

Pokono  . 

Texas: 

Weatherford . 

Cisco . 

Abilene . . 

Sweetwater . 

Colorado . 

Kansas: 

Hutchinson . 

Ottawa . . 

Parsons . 

Wichita . . 


/Southwestern  Tariff  Committee,  I. 
\  C.  C.,  401. 


Do. 


Do.  v 


Do. 


•C.,  R.  I.  and  G.  Rwy.,  I.  C.  C.  60. 


/Southwestern  Tariff  Committee,  I. 
\  C.  C.,  401. 


174 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  7 Rates  on  potatoes,  C.  L. ,  from  Minnesota,  Wisconsin,  Michi gan,  New  York, 

Kansas,  and  Texas  points  to  St.  Louis,  Mo. 

[Rates  in  cents  per  100  pounds.] 


From — 

To  St. Louis, 
Mo. 

Tariff. 

Colorado: 

Denver . 

) 

Pueblo . 

i  40 

Trans-Missouri,  I.  C.  C.  158. 

Colorado  Springs . 

Minnesota: 

Albert  Lea . 

1 

Cannon  Falls . 

Faribault . 

Wisconsin: 

Appleton . 

La  Crosse. . 

Chippewa  Falls . . 

Eau  Claire . 

j  * 

}  '20 

;  '22 

Western  Trunk  Line,  I.  C.  C.  405. 

Do. 

Do. 

Michigan: 

Anderson . 

Bagiev . 

:  22 

Do. 

Bark  River . 

Birch  Creek . 

;  20 

Do. 

Ingalls . 

New  York: 

Rochester . 

Hornellsville . 

•  25 

Erie  R.  R.,  I.  C.  C.  2149. 

Elmira . 

Binghamton . 

Kansas: 

Abilene . 

Anthony . 

30 

Western  Trunk  Line,  I.  C.  C.  573. 

Hutchinson . 

McPherson . 

Texas: 

Dallas . 

Fort’  Worth . 

;  35 

Southwestern  Tariff  Committee,  I. 
C.  C.  396. 

Waco . 

Table  No.  *8. — Rates  on  potatoes,  C.  L.,  from  New  Hampshire,  Vermont,  Maine,  Massa¬ 
chusetts,  New  York,  Colorado,  Wyoming,  Michigan,  Missouri,  and.  Canadian  points,  to 
Boston,  Mass. 

[Rates  in  cents  per  100  pounds.] 


From — 


To  Boston, 
Mass. 


Tariff. 


New  Hampshire: 

Redstone . 

North  Conway . ] 

Intervale  Junction . j 

Vermont: 

Brattleboro  . . 

Newbury  .... 

Newport . 

Maine: 

Bath . 

Augusta . 

Bangor . 

Massachusetts: 

Springfield... 

Holyoke . 

Northampton 
New  York: 

Troy . 

Fonda  . 

Syracuse . 

Rochester.... 

Colorado: 

Denver . 

Colorado  Springs 

Pueblo . 

Wyoming: 

Clearmont . 

Sheridan . 

Ranchester . 

Parkman . 


11 

12 


13 

17 

19 

9 

10 

13 


10 


14 

16 

16 

171 


a  78 


Maine  Central  R.  R.,  I.  C.  C.  799. 

Do. 

j-  Do. 

|  Do. 

B.  and  M.  R.  R..  I.  C.  C.  400. 

IN.  Y.  C.  and  H.  R.  R.  R.,  I.  C.  C.  B-1363. 

(Trans-Missouri  Freight  Bureau,  I.  C. 
\  C.  158. 


b  90 


C.,  B.  and  Q.  Rwy.,  I.  C.  C.  5917. 


«  Based  on  Mississippi  River. 


b  Based  on  Chicago,  Ill. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


175 


Table  No.  8. — Rates  on  potatoes,  C.  L.,  etc. — Continued. 


From — 

To  Boston, 
Mass. 

Tariff. 

Michigan: 

Bagiev .  . 

j-  « 50 

Birch  Creek . 

1  Western  Trunk  Line,  I.  C.C.  405. 

Ingalls . 

a  48 

Missouri: 

Forrers . 

Choctaw . 

b  56 

St.  L.  and  S.  F.  R.  R.,  I.  C.  C.  4577. 

Iplev . 

Canadian . 

Candian  points: 

Massawippi,  Quebec . 

1 

Eustis,  Quebec . 

l  19 

j 

B.  and  M.  R.  R.,  I.  C.  C.  400. 

Sherbrooke,  Quebec . 

a  Based  on  Chicago,  Ill. 


b  Based  on  Mississippi  River. 


Table  No.  9.—  Rates  on  hay,  C.  L. ,  from  points  in  Canada,  New  York,  Ohio,  Michigan, 

Illinois,  Minnesota,  and  Ioiva  to  New  York,  N.  Y. 


[Rates  in  cents  per  100  pounds.] 


From — 


To  New 
York,  N.  Y. 


Canadian  points: 

Caroline . 

Henry  ville . 

Rangemont .  • 

St.  Angeli . 

St.  Hyacinthe . 

New  York: 

Poughkeepsie . 

RhineclifY . 

Hudson . 

Albany . . . 

Cohoes . 

Ohio: 

Cincinnati . 

Blanchester . 

Greenfield . 

Chillicothe . 

Hamden . 

Athens . 

Michigan: 

Augusta . 

Battle  Creek . 

Grand  Rapids . 

Jackson . 

Illinois: 

Chicago . 

Beardstown . 

Pana . 

Flora  . 

Minnesota: 

Red  Wing . 

Austin . 

Winona . 

Iowa: 

Cedar  Rapids . 

Ottumwa . 

Des  Moines . 


18 


10 

11 

11 

12 

12 

26 

26 

24| 

24 

24 

23| 

29 

29 

29 
271 

30 
36^ 
35 
35 

a  45 
«  45 
«42i 

a  44 
a  45 
a  47i 


Canadian  Pacific  Rwy.,  I.  C.  C.  E-323. 


•N.  Y.  C.  and  H.  R.  R.  R.,  File  No.  3484. 


B.  and  O.  S.  W.  R.  R.,  I.  C.  C.  4181. 


Michigan  Central  R.  R.,  I.  C.  C.,  1788. 


B.  and  O.S.-W.  R.  R.,  I.  C.  C.,4181;  Pa. 
R.  R.,I.C.  C.,B-1086. 


jc.,M. 


and  St.  P.  Rwy.,  I.  C.  C.,  A-8152. 


Do. 


a  Based  on  Chicago  Ill. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


176 

Table  No.  10. — Rates  on  butter ,  eggs ,  and  dressed  poultry ,  C.  L.  (in  refrigerator  cars), 
from  Iowa,  Minnesota,  Wisconsin,  Michigan,  Illinois,  Texas,  New  York,  and  Vermont 
to  Boston,  Mass. 

[Rates  in  cents  per  100  pounds.] 


From — 

To  Boston,  Mass. 

Butter.a 

Eggs,  a 

Poultry. a 

Tariffs. 


Iowa: 


Cedar  Rapids . 

Ottumwa . 

Des  Moines . 

|  691 

691 

6102 

Minnesota: 

Minneapolis . 

Red  Wing . 

Winona . 

j  691 

6  91 

6102 

Wisconsin: 

Durand . 

Chippewa  Falls. . . . 

<>91 

691 

6102 

Michigan: 

Detroit . 

Grand  Rapids  _ _ 

Kalamazoo . 

56* 

68* 

56* 

68* 

65* 

79 

Illinois: 

Chicago . 

71 

71 

82 

Springfield . 

Odin  . 

}  81* 

81* 

94 

Texas: 

Dallas . . . 

Fort  Worth . 

Waco . 

j  120 

120 

120 

New  York: 

Trov . 

27 

27 

30 

Syracuse . 

33 

33 

38 

Rochester . 

35 

35 

40 

Vermont: 

Windsor . 

29 

29 

29 

Newbury . 

39 

39 

39 

Passumpsic . 

44 

44 

44 

St.  Johnsburv . 

44 

44 

44 

C.,  M.  and  St.  P.  Rwy.,  I.  C.  C.  A-5243. 

Do. 

Do. 


j-Michigan  Central  R.  R.,  I.  C.  C.  1788. 

Pennsylvania  R.  R.,  I.  C.  C.  B-1080. 
B.  and  O.  S.  W.  R.  R.,  I.  C.  C.  4141. 


\Morgan  Steamship  Line,  Seaboard-Texas 
/  Freight  Committee,  I.  C.  C.  10-A. 

|n.  Y.  C.  and  H.  R.  R.  R.,  I.  C.  C.  B-1363. 
•Boston  and  Maine  R.  R.,  I.  C.  C.  400. 


/ 


a  No  rates  applicable  in  refrigerator  cars. 


6 Based  on  Chicago,  Ill. 


Table  No.  11. — Rates  on  salt,  C.  L.,  from  Michigan,  New  York,  Kansas,  Louisiana,  and 
Texas  points  to  Dubuque,  Davenport,  and  Burlington,  Iowa,  and  Quincy,  111. 

,  [Rates  in  cents  per  100  pounds.] 


From — 

To  Du¬ 
buque, 
Iowa. 

To  Dav¬ 
enport, 
Iowa. 

To  Bur¬ 
lington, 
Iowa. 

To  Quin¬ 
cy,  Ill. 

Tariffs. 

Michigan: 

Detroit . 

] 

/Michigan  Central  R.R.,  I.  C.  C.  2272; 
1  Wabash  R.  R.,  I.  C.  C.  1543. 

Wyandotte . 

l  111 

Ill 

Ill 

a  8* 

Sibley . 

New  York: 

Solvay . 

Syracuse  . 

j  ,9 

19 

19 

17 

N.Y.  C.  and  H.  R.  R.  R.,  I.  C.  C.  B-3310. 

Leroy . 

Kansas: 

Anthony . 

}  15 

15 

15 

15 

/A.,  T.  and  S.  F.  Rwy.,  I.  C.  C.  3245  and 
\  1459. 

Hutchinson . 

Louisiana:  Belle  Isle 
near  New  Iberia 
Mines  and  Weeks 
Island. 

Texas: 

Grand  Saline . 

23.1 

] 

23.85 

23. 85 

21. 85 

Southern  Pacific  Co.,I.C.  C.  1439-B. 

Fort  Worth . 

I  52 

50 

50 

50 

(Southwestern  Tariff  Committee,  I.C. 

Dallas . 

\  C.412. 

a  Detroit,  Mich.,  only. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


177 


Table  No.  12. — Rates  on  wool ,  C.  L.  (in  the  grease ),  from  Montana ,  Utah,  Colorado , 
New  Mexico ,  Texas,  West  Virginia,  New  York,  and  Ohio  points.  Also  from  Chicago, 
III.,  Louis nlle,  Ky.,  and  St.  Louis,  Mo.,  to  Boston  Mass. 

[Rates  in  cents  per  100  pounds.] 


From — 

Montana: 

Anaconda  . 

Helena . 

Butte . 

Utah: 

Salt  Lake  City.... 

Spanish  Fork . 

Colorado: 

Denver . 

Pueblo . 

Colorado  Springs . 
New  Mexico: 

Raton . 

Las  Vegas . 

Santa  Fe . 

Texas: 

Dallas . 

Fort  Worth . 

West  Virginia: 

Moundsville . 

Wheeling . 

New  York: 

Albany . 

Hudson . 

Ohio: 

Cleveland . 

Medina . 

Illinois:  Chicago . 

Kentucky:  Louisville 
Missouri:  St.  Louis  . . . 


To  Bos¬ 
ton,  Mass. 


1  tti 


$1.  80 


1.72 


Tariffs. 


/Northern  Pacific  Rwy.,  I. C. C.  2245;  Western  Trunk  Line, 
\  I.C.C.  610. 


Trans-Missouri  Freight  Bureau,  I.  C.  C.  177. 
Trans-Missouri  Freight  Bureau,  I.  C.  C.  174 


61.77 

b  1.87|  J-A.,  T.  and  S.  F.  Rwv.,I.  C.  C.  3317. 
b  1. 871 


|  cl. 631  Southwestern  Tariff  Committee, I. C.  C. 394  and  277. 


43 


B.  and  O.  R.  R.,  I.  C.  C.  4821. 


^  .18  Boston  and  Albany  R.  R.,  I.  C.  C.  2059. 


.50 

.50 

.50 

.57 


B.  and  O.  R.  R..  I.  C.  C.4821. 

Wabash  R.  R., I.  C.  C.  1580. 

L.  and  N.  R.  R.,  I.  C.  C.  A-5763. 
Wabash  R.  R.,  I.  C.  C.  1580 


«  Based  on  St.  Paul,  Minn,  b  Based  on  East  Fort  Madison,  Ill.  '’Based  on  East  St.  Louis,  Ill. 

Table  No.  13. — Rates  on  boots  and  shoes,  C.  L.  and  L.  C.  L.,from  Boston,  Mass.,  New 
York,  N.  Y.,  Philadelphia ,  Pa.,  Charleston,  S.  C.,  Milwaukee,  Wis.,  St  Louis,  Mo., 
Chicago,  III.,  and  Cincinnati,  Ohio,  to  the  following  points: 

[Rates  in  cents  per  100  pounds.] 


From — 

To  Columbus, 
Ohio. 

To  Grand 
Rapids.  Mich. 

To  Chattanooga, 
Tenn. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

Boston,  Mass _ » . 

59 

59 

72 

72 

93 

105 

New  York,  N.  Y . 

59 

59 

72 

72 

93 

105 

Philadelphia,  Pa . 

53 

53 

66 

66 

93 

105 

Charleston,  S.  C . 

a  105 

a  120 

«  123 

a  138 

63 

69 

Milwaukee,  Wis . 

41 

41 

42 

42 

100 

117 

East  St.  Louis,  Ill . 

45 

45 

46 

46 

84 

99 

Chicago,  Ill . . 

41 

41 

36 

36 

95 

111 

Cincinnati,  Ohio . 

25 

25 

43 

43 

65 

76 

From — 

To  Burlington, 
Iowa. 

To  Peoria,  Ill. 

To  Columbia, 
Mo. 

To  Montgomery, 
Ala. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

Boston,  Mass . 

97 

97 

83 

83 

6  138 

b  138 

108 

126 

New  York,  N.  Y . 

97 

97 

83 

83 

b  138 

6138 

108 

126 

Philadelphia.  Pa . 

91 

91 

77 

77 

b  132 

6  132 

108 

126 

Charleston,  S.  C . 

a  135 

a  150 

120 

135 

b  154 

6174 

63 

69 

Milwaukee,  Wis . 

47 

47 

46.43 

46.  43 

b  104 

6104 

122 

139 

East  St.  Louis,  Ill . 

44 

44 

40 

40 

51 

51 

106 

121 

Chicago,  Ill . 

47 

47 

40 

40 

b  98 

6  98 

122 

133 

Cincinnati,  Ohio . 

55 

.55 

40 

40 

6  91 

6  91 

97 

108 

a  Based  on  Cincinnati,  Ohio.  b  Based  on  East  St.  Louis,  Ill. 


|  [Tariffs:  N.  Y.,  N.  H.  and  H.  R.  R.,  I.  C.  C.  No.  3650;  Atlantic  Coast  Despatch  I.  C.  C.  M-927;  M.,  K. 
and  T.  Rwy.,  I.  C.  C.  Nos.  A-1535  and  1135;  Pennsylvania  R.  R.,  I.  C.  C.  G-2383;  Southern  Rwy.,  I.  C.  C.. 
5115;  C.,  H.  and  D.  Rwy.,  I.  C.  C.  154;  C.,  M.  and  St.  P.  Rwy.,  I.  C.  C.  A-8356and  4810;  L.  and  N.  R.  R., 
I.  C.  C.  A-7486;  C.  and  O.  R.  Traffic  Association,  I.  C.  C.  127;  C.  and  St.  L.  Traffic  Association,  I.  C.  C.  3; 
Vandalia  Line.  File  2075  and  I.  C.  C.  880;  Wabash  R.  R.,  I.  C.  C.  1516;  Michigan  Central  R.  R.,  I.  C.  C. 
63  and  70;  C.,  R.  I.  and  P.  Rwy.,  I.  C.  C.  C-2632. 

S.  Doc.  244,  59-1 - 12 


178 


DIGEST  OF  HEARINGS  ON  RAILWAY  BATES. 


Table  No.  14. — Rates  on  cotton  piece  goods ,  C.  L.  and  L.  C.  L.,  from  Boston ,  Mass., 
Philadelphia,  Pa.,  Raleigh,  N.  C.,  Charleston,  S.  C.,  and  Montgomery,  Ala.,  to  the  fol¬ 
lowing  points: 

[Rates  in  cents  per  100  pounds.] 


To— 

From  Boston, 
Mass. 

From  Philadel¬ 
phia,  Pa. 

From  Raleigh, 
N.  C. 

From  Charles¬ 
ton,  S.  C. 

From  Mont¬ 
gomery,  Ala. 

C.  L. 

L.C.L. 

C.L. 

L.C.L. 

C.L. 

L.C.L. 

C.L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

Birmingham,  Ala  . . 

81 

81 

81 

81 

43 

43 

46 

46 

29 

29 

Nashville,  Tenn .... 

66 

66 

61 

61 

48 

48 

55 

55 

41 

41 

Chattanooga.  Tenn . 

68 

68 

68 

68 

43 

43 

43 

43 

39 

39 

Columbus,  Ohio .... 

53 

53 

48 

48 

64 

64 

54 

54 

a  68 

n  68 

Indianapolis,  Ind  . . 

51 

51 

46 

46 

60 

60 

50 

50 

«  68 

«  68 

Peoria,  111 . 

61 

61 

56 

56 

65 

65 

55 

55 

«  78 

«  78 

Madison,  Wis . 

6  931 

6  931 

6  881 

6  881 

69 

69 

59 

59 

c  1161 

cl  161 

Des  Moines,  Iowa  . . 

d  124 

d  124 

d  119 

d  119 

86 

86 

85 

85 

110 

110 

a  Based  on  Cincinnati,  Ohio.  c  Based  on  Cincinnati,  Ohio,  and  Chicago,  III. 

6  Based  on  Chicago,  Ill.  d  Based  on  East  St.  Louis,  Ill. 

Tariffs:  Atlantic  Coast  Despatch,  I.  C.  C.  M-927  and  1135;  Pennsylvania  R.  R.,  I.  C.  C.  G-2283:  L.  and 
N.  R.  R.,  I.  C.  C.  A -6600  and  6951;  C.,  H.and  D.  Rwy.,I.C.C.  154;  Wabash  Railroad.  I.  C.C.1446;  N.  Y., 
N.  H.  and  H.  R.  R.,  I.  C.  C.  3650;  Southern  Rwy.,  I.  C.C.  5115  and  7713;  Southeastern  Freight  Associa¬ 
tion,  I.  C.  C.  1983;  C.,M.  and  St.  P.  Rwy.,  I.  C.  C.  A-7890;  C.  and  O.  R.  Traffic  Association,  I.  C.  C.  122. 

STATEMENT  RELATIVE  TO  RATES  AND  DISTANCES  SHOWN  UNDER  THE  FOLLOWING  ITEMS. 

Item  1.  Pages  42  and  43,  “A  Forty  Year  Review  of  Changes  in  Freight  Tariffs:” 

Table  XXV. — West-bound  rates,  seaboard  cities  to  Chicago,  Ill.  Rates 
and  differentials  have  not  changed  (same  at  present  date). 

Table  XXVII. — West-bound  rates,  New  York  to  Chicago,  Ill.,  via 
various  routes.  Rates  have  not  changed  (same  at  present  date). 

Table  XXVIII. — West-bound  differentials  for  ocean  and  rail  routes  and 
Canadian  routes.  Differentials  have  not  changed  (same  at  present 
date). 

Item  2.  Distances  between  the  various  points  and  via  the  various  routes  shown  on 
pages  42  and  43  in  Tables  XXV,  XXVII,  and  XXVIII.  See  Table  of 
Distances  No.  1.  / 

Item  3.  Page  44,  “Forty  Year  Book:” 

Table  XXIX. — New  York  to  Chicago,  Ill.  There  have  been  no  changes 
in  rates  subsequent  to  April  1,  1902. 

Item  4.  Page  76,  “Forty  Year  Book:” 

Table  XXXIX. — New  York  to  Chicago,  Ill.,  via  all  rail  and  lake  and 
rail  routes.  There  have  been  no  changes  in  rates  subsequent  to 
April  1,  1902. 

Item  5.  Page  76,  “Forty  Year  Book:” 

Table  XL. — New  York  to  Chicago,  Ill.,  via  canal  and  lake.  There  have 
been  no  changes  in  rates  subsequent  to  April  1,  1902. 

Item  6.  Short-line  distances,  also  classified  rates. 


Distances. 

1. 

2. 

3. 

4. 

5. 

6. 

Chicago,  Ill.,  to — 

Boston,  Mass  « . 

1,004 

82 

71 

55 

39 

33 

27 

New  York,  N.  Y . 

912 

75 

65 

50 

35 

30 

25 

Philadelphia,  Pa . 

821 

73 

63 

48 

33 

28 

23 

Baltimore,  Md . 

802 

72 

52 

47 

32 

27 

22 

The  above  class  rates  have  been  in  force  since  April,  1887,  per  tariffs  filed  with  the 
Commission,  with  the  following  exceptions — November  12,  1888,  to  December  17, 1888, 
the  rates  were  as  follows: 


Distances. 

2. 

3. 

4.  '  5.  6. 

Chicago,  Ill.,  to — 

Boston,  Mass . 

1,004 

912 

60 

50 

46 

40 

35 

30 

25 

New  York,  N.  Y . 

40 

38 

35 

33 

30 

25  i 

20 

Philadelphia,  Pa . 

821 

48 

28 

23 

*>> 

18 

Baltimore,  Md . 

802 

47 

37 

32 

27 

17 

a  Prior  to  August  15,  1892,  rates  to  Boston,  were  as  follows:  85,  71,  55,  40,  35,  30 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


179 


Table  No.  1. 

From  Boston,  Mass.,  to  Chicago,  III.,  via  Canadian  lines  ( all  rail). 


Rome,  Watertown  and  Ogdensburg  lines:  Miles. 

Boston  and  Maine  Railroad  to  Bellows  Falls .  114 

Rutland  Railroad  to  Norwood,  N.  Y .  254 

New  York  Central  and  Hudson  River  Railroad  to  Suspension  Bridge .  286 

Michigan  Central  Railroad  to  Chicago,  Ill .  511 


1, 165 


Canadian  Pacific  Despatch: 

Boston  and  Maine  Railroad  to  Newport .  250 

Canadian  Pacific  Railway  to  Detroit,  Mich.  (108-338-231)  a .  677 

Wabash  Railroad  to  Chicago,  Ill .  272 


1, 199 


National  Despatch  (Great  Eastern  Line) : 

Boston  and  Maine  Railroad  to  White  River  Junction  (via  Lowell) .  144 

Central  Vermont  Railway  to  St.  Johns,  New  Brunswick .  163 

Grand  Trunk  Railway  to  Chicago,  Ill .  841 


1,148 


Continental  Line  (ocean  and  rail): 

Merchants  and  Miners’  Transportation  Company  to  Baltimore,  Md .  738 

Baltimore  and  Ohio  Railroad  to  Chicago,  Ill .  860 


1,598 


Asheville  Line  (ocean  and  rail): 

Merchants  and  Miners’  Transportation  Company  to  Norfolk,  Va .  598 

Southern  Railway  to  Louisville,  Ky .  864 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill .  324 


1,  786 


Cumberland  Gap  Despatch  (ocean  and  rail) : 

Merchants  and  Miners’  Transportation  Company  to  Norfolk,  Va .  598 

Norfolk  and  Western  Railway  to  Norton .  466 

Louisville  and  Nashville  Railroad  to  Louisville,  Ky .  289 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill .  324 


1,677 


Kanawha  Dispatch  (ocean  and  rail) : 

Merchants  and  Miners’  Transportation  Company  to  Newport  News .  593 

Chesapeake  and  Ohio  Railway  to  Louisville,  Ky .  719 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill .  324 


1,636 


Merchants  and  Miners’  Transportation  Company  to  Newport  News .  593 

Chesapeake  and  Ohio  Railway  to  Cincinnati,  Ohio .  590 

Cleveland,  Cincinnati,  Chicago  and  St.  Louis  Railway  to  Chicago,  Ill _  305 


1,488 


Merchants  and  Miners’  Transportation  Company  to  Newport  News .  593 

Chesapeake  and  Ohio  Railway  to  Cincinnati,  Ohio .  590 

Cincinnati,  Hamilton  and  Dayton  Railway  to  Indianapolis,  Ind .  123 

Louisville,  New  Albany  and  Corydon  Railroad  to  Chicago,  Ill .  183 


1,489 


«  Via  Montreal  and  Toronto. 


180 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Norfolk  and  Western  Despatch  (ocean  and  rail) : 

Merchants  and  Miners’  Transportation  Company  to  Norfolk,  Va.... 

Norfolk  and  Western  Railway  to  Cincinnati,  Ohio . 

Pittsburg,  Cincinnati,  Chicago  and  St.  Louis  Railway  to  Chicago,  Ill 


From  New  York,  N.  F,  to  Chicago,  III. 


Miles. 

598 

718 

298 


1,614 


Via  Canadian  lines  (all  rail): 

New  York,  Ontario  and  Western  Railway  to  Os.wego,  N.  Y .  325 

New  York  Central  and  Hudson  River  Railroad  to  Suspension  Bridge .  151 

Michigan  Central  Railroad  to  Chicago,  Ill .  511 


987 

I  - 


National  Despatch  (ocean  ahd  rail): 

Norwich  Line  to  New  London,  Conn .  120 

Central  Vermont  Railway  to  St.  Johns,  New  Brunswick .  348 

Grand  Trunk  Railway  to  Chicago,  Ill .  841 


1,309 


Asheville  Line  (ocean  and  rail): 

Old  Dominion  Steamship  Company  to  Norfolk,  Va .  329 

Southern  Railway  to  Louisville,  Ky .  864 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill .  324 


1,517 


Cumberland  Gap  Despatch  (ocean  and  rail): 

Old  Dominion  Steamship  Company  to  Norfolk,  Va .  329 

Norfolk  and  Western  Railway  to  Norton .  466 

Louisville  and  Nashville  Railroad  to  Louisville,  Ky .  289 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill .  324 


1,408 


Kanawha  Despatch  (ocean  and  rail): 

Old  Dominion  Steamship  Company  to  Newport  News,  Va .  324 

Chesapeake  and  Ohio  Railway  to  Louisville,  Ky .  719 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill .  324 


'  1, 367 


Old  Dominion  Steamship  Company  to  Newport  News,  Va _ : .  324 

Chesapeake  and  Ohio  Railway  to  Cincinnati,  Ohio . .  590 

Cleveland,  Cincinnati,  Chicago  and  St.  Louis  Railway  to  Chicago,  Ill _  305 


1,219 


Old  Dominion  Steamship  Company  to  Newport  News,  Va .  324 

Chesapeake  and  Ohio  Railway  to  Cincinnati,  Ohio .  590 

Cincinnati,  Hamilton  and  Dayton  Railway  to  Indianapolis,  Ind .  123 

Louisville,  New  Albany  and  Corydon  Railway  to  Chicago,  Ill .  183 


1,220 


Norfolk  and  Western  Despatch  (ocean  and  rail): 

Old  Dominion  Steamship  Company  to  Norfolk,  Va .  329 

Norfolk  and  Western  Railway  to  Portsmouth  (611) . ) 

Norfolk  and  Western  Railway  to  Cincinnati  (107) . J  1 

Pittsburg,  Cincinnati,  Chicago  and  St.  Louis  Railway  to  Chicago,  Ill .  298 


1,345 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES.  181 

From  Philadelphia ,  Pa. ,  to  Chicago ,  III. 

Via  Asheville  Line  (ocean  and  rail):  Miles. 

Clyde  Line  to  Norfolk,  Va .  269 

Southern  Railway  to  Louisville,  Ky. : 

Norfolk  to — 

Greensboro .  255 

Salisbury .  49 

Asheville .  141 

Knoxville .  129 

Harrison  Junction .  52 

Bayne .  149 

Louisville .  89 

-  864 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill .  324 


1,457 

Cumberland  Gap  Despatch  (ocean  and  rail) :  — 

Clyde  Steamship  Line  to  Norfolk,  Va .  269 

Norfolk  and  Western  Railway  to  Norton .  466 

Louisville  and  Nashville  Railroad  to  Louisville,  Ky .  289 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill .  324 


1,348 

Kanawha  Dispatch  (ocean  and  rail):  ■  . ■  ----- 

Clyde  Steamship  Line  to  Newport  News,  Va .  264 

Chesapeake  and  Ohio  Railway  to  Louisville,  Ky .  719 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill . .  324 


1,307 


Clyde  Steamship  Line  to  Newport  News,  Va .  264 

Chesapeake  and  Ohio  Railway  tQ  Cincinnati,  Ohio .  590 

Cleveland,  Cincinnati,  Chicago  and  St.  Louis  Railway  to  Chicago,  Ill _  305 


1,159 


Clyde  Steamship  Line  to  Newport  News,  Va . . .  264 

Chesapeake  and  Ohio  Railway  to  Cincinnati,  Ohio . .» _  590 

Cincinnati,  Hamilton  and  Dayton  Railway  to  Indianapolis,  Ind .  123 

Louisville,  New  Albany  and  Corvdon  Railway  to  Chicago,  Ill .  183 


1,160 

Norfolk  and  Western  Despatch  (ocean  and  rail): 

Clyde  Steamship  Line  to  Norfolk,  .Va .  269 

Norfolk  and  Western  Railway  to  Cincinnati,  Ohio .  718 

Pittsburg,  Cincinnati,  Chicago  and  St.  Louis  Railway  to  Chicago,  Ill .  298 


1,285 

From  Baltimore ,  Md.,  to  Chicago ,  III. 

Via  Asheville  Line  (ocean  and  rail): 

Chesapeake  Steamship  to  Norfolk,  Va .  185 

Southern  Railway  to  Louisville,  Ky .  864 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Ill .  324 


1,373 

Cumberland  Gap  Despatch  (ocean  and  rail):  ■ 

Bay  Line  to  Norfolk,  Va . .  185 

Norfolk  and  Western  Railway  to  Norton . - .  466 

Louisville  and  Nashville  Railroad  to  Louisville,  Ky . .  289 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  Til . ,  324 


1,264 


182 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Kanawha  Dispatch  (ocean  and  rail):  Miles. 

Merchants  and  Miners’  Transportation  Company  to  Newport  News,  Ya..  180 

Chesapeake  and  Ohio  Railway  to  Louisville,  Ky  . .  719 

Chicago,  Indianapolis  and  Louisville  Railway  to  Chicago,  111 .  324 


1,223 


Merchants  and  Miners’  Transportation  Company  to  Newport  News,  Ya..  180 

Chesapeake  and  Ohio  Railway  to  Cincinnati,  Ohio .  590 

Cleveland,  Cincinnati,  Chicago  and  St.  Louis  Railway  to  Chicago,  III _  305 


1,075 


Merchants  and  Miners’  Transportation  Company  to  Newport  News,  Ya  . .  180 

Chesapeake  and  Ohio  Railway  to  Cincinnati,  Ohio .  590 

Chicago,  Hamilton  and  Dayton  Railway  to  Indianapolis,  Ind .  123 

Louisville,  New  Albany  and  Corydon  Railway  to  Chicago,  Ill .  183 


1,070 


$  / 

Norfolk  and  Western  Despatch  (ocean  and  rail):  ------ 

Bay  Line  to  Norfolk,  Ya .  185 

Norfolk  and  Western  Railway  to  Cincinnati,  Ohio .  718 

Pittsburg,  Cincinnati,  Chicago  and  St.  Louis  Railway  to  Chicago,  Ill .  298 


1,201 

From  Montreal,  Province  of  Quebec,  to  Chicago,  III. 


Canadian  Pacific  Despatch  (all  rail): 

Canadian  Pacific  to  Detroit,  Mich .  569 

Wabash  Railroad  to  Chicago,  111 .  272 


841 


Item  No.  7. — Continuation  of  Table  XLIV,  page  79,  Forty  Year  Book,  showing  rates  on 
grain  and  four,  C.  L.,  from  Chicago,  III.,  to  New  York,  N.  Y.,  April  14, 1902,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

Flour. 

Wheat. 

Corn. 

Domestic. 

Export. 

Domestic. 

Export. 

Domestic. 

Export. 

Apr.  14, 1902  . 

17* 

17* 

17* 

16 

17* 

16 

May  2, 1902 . 

17* 

15 

17* 

13* 

17* 

13* 

July  15, 1902 . 

17* 

15 

17* 

15 

17* 

15 

Do . 

17* 

15 

17* 

« 13* 

17* 

o  13* 

Dec.  8, 1902  . 

20 

17* 

20 

17* 

20 

17* 

Do . 

20 

17* 

20 

a  16 

20 

ol6 

Mav  11, 1903 . 

18 

15* 

18 

15* 

18 

15* 

Do . 

18 

15* 

18 

a  14 

18 

a  14 

Dec.  1,1903  . 

20 

17* 

20 

17* 

20 

17* 

Do . 

20 

17* 

20 

« 16 

20 

ol6 

Dec.  10, 1903  . 

20 

16* 

20 

16* 

20 

16* 

Do . 

20 

16* 

20 

o  15 

20 

a  15 

May  12, 1904 . 

17* 

15 

17* 

15 

17* 

15 

Do . 

17* 

15 

17* 

« 13* 

17* 

al3* 

Dec.  5, 1904  . 

20 

16* 

20 

16* 

20 

16* 

Do . 

20 

16* 

20 

a  15 

20 

ol5 

Feb.  1,1905  . 

17* 

15 

17* 

15 

17* 

15 

Do . 

17* 

15 

17* 

«13* 

17* 

ol3* 

Feb.  6, 1905  . 

17* 

15 

17* 

a  b  13* 

17* 

a  ft  13 

Do . 

17* 

15 

17* 

b  14* 

ft  17* 

ol4* 

May  8, 1905 . 

17* 

15 

17* 

15 

15 

14 

Do . 

17* 

15 

17* 

ol3* 

ft  14* 

ol2* 

Do . 

17* 

15 

17* 

b  14* 

ft  14* 

« 13 

Do .  . 

17* 

15 

17* 

a  M3 

ft  14* 

a  ft  11* 

May  9, 1905 . 

15 

c  14 

15 

15 

a  12* 

ol2* 

Do . 

15 

c  14 

14* 

11* 

a  ft  14* 

o  ftll* 

Do . 

15 

ol4 

ft  14* 

14 

ft  14* 

14 

Do . 

15 

ol4 

ft  14* 

a  ft  13 

ft  14* 

a  ft  13 

Sept.  1,1905 . 

17* 

15 

17  5 

15 

17* 

15 

Do . 

17* 

15 

17  i 

ol3* 

17* 

o  13* 

Do . 

17* 

15 

17* 

ft  14* 

17* 

ft  14* 

Do . 

17* 

15 

174 

o  ft  13 

17* 

o  ft  13 

«  Actually  exported, 
ft  When  from  beyond. 

f  June  ‘2:1,  1905,  to  Sept.  1,  1905,  rate  on  flour  for  export  13  cents  per  100  pounds. 


Distance  from  New  York,  N.  Y.,  to  Chicago,  Ill.,  912  miles. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


183 


Item  No.  8. — Rales  on  wheat  and  corn,  C.  L.,  to  Port  Arthur,  Tex.,  from  the  following 

points,  February  6,  1899,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

From  Omaha, 
Nebr. 

From  Hastings, 
Nebr. 

From  Kansas 
City,  Mo. 

From  Leaven¬ 
worth,  Kans. 

From  Wichita, 
Kans. 

Wheat, 

Corn. 

Wheat. 

Corn. 

Wheat, 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Feb.  6, 1899 . 

41 

39 

41 

39 

37 

35 

37 

35 

34 

32 

Jan.  16,  1900 . 

41 

39 

41 

39 

a  25 

a  22 

a  25 

a  22 

34 

32 

Sept.  5,  1900 . 

41 

39 

41 

39 

a  25 

a  22 

«25 

a  22 

34 

32 

Oct.  9,  1901 . 

41 

39 

41 

39 

37 

35 

37 

35 

34 

32 

Dec.  15,  1902 . 

444 

354 

504 

414 

384 

304 

384 

304 

45 

354 

Sept.  11,  1903  . 

444 

35* 

504 

4H 

384 

304 

384 

304 

404 

324 

Aug.  1, 1905,  to  date. 

42 

354 

484 

414 

36 

304 

36 

304 

38 

324 

a  Via  K.  C.,  P.  and  G.  Rwy. 

Tariffs:  Southwestern  Tariff  Committee,  I.  C.  C.  Nos.  109,  140,  172,  226,  273,  309,  411. 


t  • 

Distances  to  Port  Arthur,  Tex.,  from —  Miles. 

Omaha,  Nebr .  986 

Hastings,  Nebr . 1,074 

Kansas  City,  Mo . 786 

Leavenworth,  Kans .  812 

Wichita,  Kans . 712 


Item  No.  8. — Rates  on  reheat  and  corn  C.  L.  {export),  from  the  following  points  to  Gal¬ 
veston  Tex.,  June  1,  1896,  to  date. 

[Rates  in  cents  per  100  pounds.] 


From  Omaha, 
Nebr. 

From  Hastings, 
Nebr. 

From  Kansas  City,  Mo. 

Date. 

Export,  proper. 

Export,  proper. 

Exf 

>ort. 

Proper. 

Proportional. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

June  1, 1896  . 

33 

29 

42 

37 

31 

27 

Julv  27, 1896 . 

26 

22 

35 

30 

24 

20 

Sept.  22, 1896 . 

26 

22 

28 

24 

21 

17 

Nov.  2, 1896 . 

27 

22 

34 

29 

26 

22 

21 

18 

Apr.  30, 1897  . 

31 

26 

34 

29 

26 

22 

21 

18 

Dec.  5, 1898  . 

31 

26 

34 

29 

26 

22 

17 

17 

July  1, 1899 . 

23 

164 

30 

234 

19 

144 

15 

114 

Julv  25,1899 . 

23 

174 

30 

244 

19 

154 

15 

114 

Aug.  1,1899 . 

23 

18 

30 

25 

19 

16 

15 

13 

Sept,  18, 1899 . 

23 

18 

30 

25 

19 

16 

15 

13 

Dec,  1, 1899  . 

26 

20 

33 

27 

22 

18 

18 

15 

Jan.  1, 1900  . 

27 

21 

34 

28 

23 

19 

18 

15 

Feb.  18, 1900 . 

22 

18 

29 

25 

18 

16 

13 

12 

Apr.  10, 1900 . 

274 

224 

344 

294 

234 

204 

184 

164 

Aug.  10,1900 . 

254 

224 

324 

294 

224 

204 

164 

164 

Nov.  8, 1900 . 

254 

■  224 

324 

294 

224 

204 

15 

15 

-Nov.  12, 1900 . ' . 

25 

224 

31 

29 

20 

19 

15 

15 

Aug.  15,1902 . 

26 

23 

32 

29 

20 

18 

15 

14 

Aug.  24, 1902 . 

25 

224 

31 

29 

20 

19 

15 

15 

Dec.  15, 1902  . 

28 

25 

34 

31 

22 

20 

17 

16 

Dec.  1, 1903  . 

25 

23 

34 

31 

22 

20 

17 

16 

Feb.  1,1904 . 

20 

18 

29 

26 

17 

15 

12 

12 

Feb.  13, 1904  . 

18 

16 

27 

24 

15 

13 

12 

12 

June  10,1904  . 

24 

23 

35 

32 

23 

21 

18 

17 

Jan.  31, 1905  . 

24 

184 

35 

274 

23 

164 

18 

124 

Feb.  19, 1905 . 

24 

16 

35 

25 

23 

14 

18 

10 

Apr.  1,1905 . 

24 

23 

35 

32 

23 

21 

18 

17 

Aug.  21, 1905,  to  date. . 

224 

214 

334 

304 

214 

194 

164 

154 

184 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Item  No.  8. — Rates  on  wheat  and  corn  C.  L.  ( export ),  from  the  following  points  to  Gal¬ 
veston,  Tex.,  June  1,  1896 ,  to  date — Continued. 


Date. 

' 

From  Leavenworth,  Kans. 

From  Wichita, 
Kans. 

Export. 

Export,  proper. 

Proper. 

Proportional. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

June  1,  1896  . 

31 

27 

31 

27 

July  27,  1896 . 

24 

20 

24 

20 

Sept.  22,  1896 . 

21 

17 

21 

17 

Nov.  2,  1896  . 

26 

22 

21 

18 

31 

26 

Apr.  30,  1897  . 

26 

22 

21 

18 

31 

26 

Dec.  5,  1898  . 

26 

22 

17 

17 

31 

26 

Julv  1. 1899 . 

19 

141 

15 

HI 

26 

211 

July  25,  1899 . ' . 

19 

151 

15 

111 

26 

221 

Aug.  1,  1899  . 

19 

16 

15 

13 

26 

23 

Sept.  18,  1899 . 1 . 

19 

16 

•15 

13 

26 

23 

Dec.  1, 1899 . 

22 

18 

18 

15 

29 

25 

Jan.  1,  1900 . 

23 

19 

18 

15 

311 

26 

Feb.  18,  1900 . 

18 

16 

13 

12 

261 

23 

Apr.  10, 1900 . . 

234 

201 

181 

161 

32 

271 

Aug.  10,  1900  . 

22>- 

201 

161 

161 

30 

271 

Nov.  8,  1900  . 

224 

201 

15 

15 

30 

271 

Nov.  12,  1900  . 

20 

19 

15 

15 

281 

26 

Aug.  15,  1902 . 

20 

18 

15 

14 

281 

25 

Aug.  24,  1902 . 

20 

19 

15 

15 

281 

26 

Dec.  15,  1902 . 

22 

20 

17 

16 

301 

27 

Dec.  1, 1903 . 

22 

20 

17 

16 

301 

27 

Feb.  1,  1904  . 

17 

15 

12 

12 

251 

22 

Feb.  13,  1904  . 

15 

13 

12 

12 

231 

20 

June  10,  1904 . 

23 

21 

18 

17 

281 

27 

Jan.  31,  1905 . 

23 

161 

18 

121 

281 

221 

Feb.  19,  1905  . 

23 

14 

18 

10 

281 

20 

Apr.  1, 1905 . 

23 

21 

18 

17 

281 

27 

Aug.  21,  1905,  to  date . 

21| 

191 

161 

151 

27 

251 

Tariffs:  Missouri  Pacific  Rwy.,  I.  C.  C.  Nos.  350, 780, 908, 906, 2389, 2955,  2957,  3174,  3511,  4449,  4444,  4776, 
4763, 6586, 6599, 7569. 


Distances  to  Galveston,  Tex.,  from —  Miles. 

Omaha,  Nebr .  1,005 

Hastings,  Nebr .  1,093 

Kansas  City,  Mo . 805 

Leavenworth,  Kans .  831 

Wichita,  Kans .  703 


Rates  on  reheat  and  corn,  C.  L.,  from  Omaha,  Nebr.,  to  New  Orleans,  La.  ( domestic  and 
export),  when  originating  at  points  beyond,  December  1,  1903,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

Domestic,  pro¬ 
portional. 

Export,  propor¬ 
tional. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Dec.  1,  1903  . . 

21 

20 

« 19 

a  18 

Feb.  1,  1904 . . 

19 

18 

a  17 

a  16 

Feb.  11,  1904  . 

17 

16 

a  15 

a  14 

Feb.  ‘22,  1904  . 

19 

16 

«15 

a  14 

June  10,  1904 . 

20 

18 

a  19 

« 18 

Jan.  31,  1905 . 

20 

18 

ol9 

al34 

Feb.  5,  1905  . 

20 

18 

a  19 

oil 

July  1,  1905 . 

20 

18 

ol9 

ol8 

Aug.  21,  1905,  to  date . 

20 

18 

a  174 

ol6i 

a  To  West  Wego,  La. 

Tariffs:  Missouri  Pacific  Rwy.,  I.  C.  C.  Nos.  6042,  6608,  7651. 
Distance  from  Omaha,  Nebr.,  to  New  Orleans,  La.,  1,080  miles. 


DIGEST  OF  MAKINGS  ON  RAILWAY  RATES 


185 


Bates  on  wheat  and  corn,  C.  L.,from  Fort  Worth,  Tex.,  to  New  Orleans,  La.,  and  Mobile, 

Ala.,  January  18,  1898,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

To  New  Orleans, 
La. 

To  Mobile,  Ala. 

Wheat. 

Corn. 

Wheat. 

Corn. 

.Ian.  18,1898  . 

26 

20 

30 

25 

Apr.  14, 1901 . 

25 

20 

30 

25 

Aug.  10, 1905,  to  date . 

25 

20 

30 

25 

Tariffs:  Southwestern  Tariff  Committee,  I.  C.  C.  Nos.  68,  207,  413. 

Distance  from  Fort  Worth,  Tex.,  to  New  Orleans,  La.,  547  miles;  to  Mobile,  Ala.,  688  miles. 


Rates  on  wheat  and  corn,  C.  L. ,  from  Fort  Worth ,  Tex.,  to  Galveston,  Tex.,  October  1,  1901, 

to  date. 


[Rates  in  cents  per  100  pounds.] 


Dates. 

Wheat. 

Corn. 

Oct.  1, 1901,  to  date . 

15 

m 

Note.— State  rates,  no  previous  records. 

Distance  from  Fort  Worth  to  Galveston,  Tex.,  334  miles. 

Railroad  Commission  of  Texas:  C.,R.  Land  T.  Rwy.,  I.C. C.  209;  C.,  R.  I.  and  G.  Rwy.,  I.C.C.  65 
and  96. 


Rates  on  wheat  and  corn,  C.  L.  (domestic),  from  Kansas  City,  Mo.,  and  Leavenworth, 
Kans.,  when  originating  at  points  beyond,  November  2,  1896,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

i 

To  New  Orleans 
A 

From  Kansas 
City,  Mo. 

La.,  and  Mobile, 

Lla. 

From  Leaven¬ 
worth,  Kans. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Nov.  2, 1896 .  . 

23 

20 

23 

20 

Dec.  13, 1898  . 

a  19 

o  19 

a  19 

a  19 

Jan.  12, 1899  . 

b  17 

19 

19 

19 

Mar.  1, 1899 . 

b  16 

19 

b  16 

19 

May  14, 1899 . 

b  16 

16t% 

b  16 

16r+5 

July  1,1899 . 

21 

19 

21 

19 

Mar.  16, 1900 . 

o  18 

o  16* 

0I8 

cl6* 

Apr.  10, 1900 . 

18* 

16* 

18* 

16* 

July  9,1900 . . 

21 

19 

21 

19 

Nov.  13, 1900 . : . 

21 

c  16 

21 

ol6 

Dee.  26, 1900  . 

21 

19 

21 

19 

Julv  20, 1901 . 

o  17* 

o  15* 

ol7* 

ol5* 

July  26, 1901 . 

17* 

15* 

17* 

15* 

Sept.  15, 1901 . 

o  18* 

c  15 

«18* 

cl5 

Oct.  20, 1901 . 

19 

17 

19 

17 

Dec.  16, 1901 . 

c  16* 

o  16* 

ol6* 

ol6* 

May  18,1902 . 

18 

17 

18 

17 

July  12, 1902 . 

18 

17 

18 

17 

Julv  21,1902 . 

19 

17 

19 

17 

Feb.  1, 1904  . 

c  17 

c  16 

cl7 

c  16 

Feb.  25, 1904  . 

19 

16 

19 

16 

June  10, 1904  . 

19 

17 

19 

17 

Feb.  17, 1905  . 

19 

13 

19 

13 

Apr.  1, 1905,  to  date . 

19 

17 

19 

17 

a  To  Mobile,  Ala.,  only.  b  To  Mobile,  Ala.,  for  export.  c  To  New  Orleans,  La.,  only. 


Tariffs:  Missouri  Pacific  Rwy.,  I.  C.  C.  Nos.  906,  2389,  2957,  4383,  4444,  4763,  6586,  7569. 


Distances  from — 

New  Orleans,  La.,  to—  Miles. 

Kansas  City,  Mo .  880 

Leavenworth,  Kans . 906 

Mobile,  Ala.,  to — 

Kansas  City,  Mo .  868 

Leavenworth,  Kans . * .  894 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


186 


Hates  on  wheat  and  corn,  C.  L.  (domestic),  from  the  following  points  to  New  Orleans,  La., 

and  Mobile,  Ala.,  October  24,  1S96,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

From  Omaha, 
Nebr. 

From  Hast¬ 
ings,  Nebr. 

From  Kansas 
City,  Mo. 

From  Leaven¬ 
worth,  Kans. 

From  Wichita 
Kans. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Oct.  24, 1896 . 

33 

29 

42 

37 

31 

27 

31 

27 

37 

22 

J  ill  v  28,1896 . 

26 

22 

33 

28 

24 

20 

24 

20 

26 

22 

Aug.  1, 1896 . 

26 

22 

33 

28 

24 

20 

24 

20 

26 

22 

Sept.  1,1896 . 

26 

22 

33 

28 

24 

20 

24 

20 

23 

20 

Nov.  2, 1896 . 

31 

26 

38 

33 

27 

24 

27 

24 

33 

29 

Oct.  1,1898 . 

26 

24 

33 

32 

22 

22 

22 

22 

28 

27 

Dec.  22, 1898  . 

26 

24 

36 

33 

22 

22 

22 

22 

28 

27 

Jan.  1, 1900  . 

31 

26 

37 

33 

27 

24 

27 

24 

34* 

30 

Apr.  10, 1900  . 

28  s 

23* 

34  * 

30* 

24* 

21* 

24* 

21* 

32 

27* 

May  27, 1900 . 

31 

26 

37 

33 

27 

24 

27 

24 

34* 

30 

Nov.  13, 1900 . 

31 

a  23 

37 

30 

27 

o21 

27 

o21 

34* 

o27 

July  20, 1901  . 

a  271 

ci  22  5 

«33* 

a  29j 

erm 

o  20* 

o23* 

o  20* 

«  31 

a  26* 

Julv  28, 1901  . 

27* 

22  5 

33* 

291 

23* 

20* 

23* 

20* 

31 

26* 

Aug.  5, 1901 . 

31 

26 

37 

33 

'll 

24 

27 

24 

34* 

30 

Sept,  15, 1901 . 

a  28* 

a  22 

ci  341 

o29 

ci  24* 

0  20 

«  24* 

o  20 

o32 

a  26 

Oct.  20, 1901 . 

29 

24 

35 

31 

25 

22 

25 

22 

32* 

28 

Dec.  16, 1901 . 

«26* 

a  23* 

a  32* 

«  30^ 

o  22  s 

a  21* 

«  22* 

0  21* 

o  30 

0  27* 

Jan.  10, 1902  . 

29 

24 

35 

31 

25 

22 

25 

22 

32* 

28 

June  2, 1902  . 

a  29 

a24 

o35 

a  31 

o  25 

a  22 

o  25 

«22 

o29* 

o  27 

June  5, 1902  . 

a  29 

a  24 

o35 

«31 

o23 

a  22 

o  23 

a  22 

o  29* 

•  a  27 

Julv  13,1902 . 

29 

24 

35 

31 

25 

22 

25 

22 

29* 

27 

Aug.  15, 1902 . 

28 

25 

36 

32 

24 

21 

24 

21 

32* 

29 

Sept,  15, 1902 . 

29 

25 

36 

32 

24 

21 

24 

21 

32* 

29 

Dec.  15, 1902  . 

28 

25 

36 

32 

24 

21 

24 

21 

32* 

29 

June  8, 1903  . 

28 

24 

36 

32 

24 

21 

24 

21 

32* 

29 

Dec.  1,1903  . 

27 

24 

36 

32 

24 

21 

24 

21 

32* 

29 

June  10, 1904  . 

25 

23 

36 

32 

24 

21 

24 

21 

32* 

29 

Feb.  17, 1905  . 

25 

19 

36 

28 

24 

17 

24 

17 

32* 

25 

Apr.  1, 1905.  to  date . 

25 

23 

36 

32 

24 

21 

24 

21 

32* 

29 

a  To  New  Orleans,  La.,  only. 

Tariffs:  Missouri  Pacific  Rvvy.,  I.  C.C.  Nos.  43, 566, 905, 2226, 3170,4284,4774, 6580. 


Distances  to — 

New  Orleans,  La.,  from —  Miles. 

Omaha,  Nebr .  1, 080 

Hastings,  Nebr . 1,168 

Kansas  City,  Mo . 880 

Leavenworth,  Kails .  906 

Wichita,  Kans .  958 

Mobile,  Ala.,  from — 

Omaha,  Nebr .  1,060 

Hastings,  Nebr .  1, 156 

Kansas  City,  Mo .  868 

Leavenworth,  Kans .  894 

Wichita,  Kans. . . .  846 


Rates  on  reheat  and  corn,  C.  L.  (for  domestic  use),  from  the  following  points  to  Galveston, 

Tex.,  October  20,  1897,  to  date'. 

[Rates  in  cents  per  100  pounds.] 


Date. 

From  Omaha, 
Nebr. 

From  Hast¬ 
ings,  Nebr. 

From  Kansas 
City,  Mo. 

From  Wich¬ 
ita,  Kans. 

From  Leaven¬ 
worth,  Kans. 

From  Colum¬ 
bia,  Mo. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Oct.  20,1897.... 

41 

39 

41 

39 

37 

35 

34 

32 

37 

35 

37 

35 

Dec.  15, 1902... 

44* 

35*  . 

50* 

41* 

38* 

30* 

45 

35* 

38* 

30* 

38* 

30* 

Sept.  11,1903  .. 
Aug.  1,  1905,  to 

44* 

35* 

50* 

41* 

38* 

30* 

40* 

32* 

I 

38* 

30* 

38* 

30* 

date . 

42 

35* 

48 

41* 

36 

30* 

38 

32* 

36 

30* 

36 

30* 

Distances  to  Galveston,  Tex.,  from —  Miles. 

Omaha,  Nebr .  1,005 

Hastings,  Nebr .  1,093 

Kansas  City,  Mo .  805 

Leavenworth,  Kans . : .  831 

Wichita,  Kans .  703 

Columbia,  Mo . 


187 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 

\ 


Hales  on  wheat  and  com ,  C.  L.  {export),  from  the  following  points  to  New  Orleans ,  La., 

January  20,  1896,  to  date. 

[Rates  in  cents  per  100  pounds.] 


From  Omaha, 
Nebr. 

From  Hastings, 
Nebr. 

* 

From  Kansas  City,  Mo. 

Export. 

Date. 

Export,  proper. 

Export,  proper. 

Proper. 

Proportional. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Jan.  20,  1896 . 

33 

29 

40 

37 

27 

29 

Apr.  1,  1896  . 

33 

29 

39 

37 

31 

27 

June  1896  . 

33 

29 

42 

37 

31 

27 

July  30, 1896 . 

22 

20 

28 

24 

16 

13 

Sept.  1,  1896 . 

22 

20 

28 

24 

16 

13 

Nov.  2,  1896  . 

27 

22 

34 

30 

26 

22 

21 

18 

Feb.  14,  1897 . 

27 

22 

34 

29 

26 

22 

21 

18 

Oct.  1,  1897 . 

22 

20 

29 

27 

21 

20 

21 

18 

Oct.  9,  1897  . 

22 

20 

29 

27 

21 

20 

16 

16 

Dec.  5,  1897 . 

22 

20 

29 

27 

21 

20 

17 

17 

Dec.  22,  1897 . 

22 

20 

32 

29 

21 

20 

17 

17 

Mar.  1,  1899  . 

22 

20 

32 

29 

21 

20 

16 

17 

Apr.  13,  1899 . 

22 

20 

32 

29 

21 

20 

11 

11 

July  1,  1899 . 

23 

16* 

30 

23* 

19 

14* 

15 

11* 

July  25,  1899 . 

23 

17* 

30 

24* 

19 

15* 

15 

11* 

Aug.  1.  1899  . 

23 

18 

30 

25 

19 

16 

15 

13 

Sept.  18,  1899 . 

26 

21 

33 

28 

22 

19 

15 

13 

Jan.  1,  1900 . 

27 

21 

34 

28 

23 

19 

15 

13 

Feb.  18, 1900 . 

22 

18 

29 

25 

18 

16 

13 

12 

Apr.  10,  1900  . 

27* 

22* 

34* 

29* 

OO  1 

Ao  q 

20* 

18* 

16* 

Aug.  10.  1900 . 

25* 

22k 

32* 

29* 

21* 

20* 

16* 

16* 

Nov.  8,  1900  . 

25’- 

22k 

32* 

29* 

21* 

20* 

15 

15 

Nov.  12,  1900  . 

25 

22k 

31 

29 

20 

19 

15 

15 

Aug.  15,  1902  . 

26 

23 

32 

29 

20 

18 

15 

14 

Aug.  24,  1902  . 

25 

22k 

31 

29 

20 

19 

15 

15 

Dec.  15, 1902 . 

28 

25 

34 

31 

22 

20 

17 

16 

Dec.  1, 1903 . 

25 

23 

34 

31 

22 

20 

17 

16 

Feb.  1, 1904 . 

25 

23 

34 

31 

22 

20 

12 

12 

June  10,  1904  . 

24 

23 

35 

32 

23 

21 

18 

17 

Jan.  31,  1905 . 

24 

18* 

35 

27* 

23 

16* 

18 

12* 

Feb.  19,  1905 . 

24 

16 

35 

25 

23 

14 

18 

10 

Apr.  1, 1905 . 

24 

23 

35 

32 

23 

21 

18 

17 

Aug.  21,  1905,  to  date . 

22k 

21* 

33* 

30* 

21* 

19* 

16* 

15* 

188 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Rates  on  wheat  and  corn,  C.  L.  {export) ,  from  the  following  points  to  New  Orleans,  La., 

January  20,  1896,  to  date — Continued. 


Date. 


Jan.  20,  1896 . 

Apr.  1,  1896 . 

June  1,  1896 . 

July  30,  1896 . 

Sept.  1,  1896 . 

Nov.  2,  1896  . 

Feb.  14, 1897 . 

Oct.  1,  1897 . 

Oct.  9,  1897 . . 

Dec.  5,  1897 . 

Dec.  22,  1897 . . 

Mar.  1,  1899  . 

Apr.  13,  1899 . . 

Julv  1,  1899 . . 

July  25,  1899 . . 

Aug.  1,  1899  . . 

Sept.  18,  1899 . . 

Jan.  1,  1900 . . 

Feb.  18, 1900 . 

Apr.  10,  1900  . . 

Aug.  10,  1900 . . 

Nov.  8,  1900 . 

Nov.  12,  1900 . . 

Aug.  15,  1902  . 

Aug.  24,  1902  . 

Dec.  15,  1902 . 

Dec.  1,  1903 . 

Feb.  1,  1904 . 

June  10,  1904 . 

Jan.  31,  1905 . 

Feb.  19,  1905 . 

Apr.  1,  1905 . 

Aug.  21,  1905,  to  date 


From  Leavenworth,  Kans. 

From  Wichita, 
Kans. 

Export. 

l,  piUUCI. 

Proper. 

Proportional. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

27 

29 

35 

32 

31 

27 

31 

27 

31 

27 

33 

29 

16 

13 

26 

20 

16 

13 

21 

17 

26 

22 

21 

18 

33 

28 

26 

22 

21 

18 

33 

28 

21 

20 

21 

18 

28 

26 

21 

20 

16 

16 

28 

26 

21 

20 

17 

17 

28 

26 

21 

20 

17 

17 

28 

26 

21 

20 

16 

17 

28 

26 

21 

20 

11 

11 

28 

26 

19 

14* 

15 

11* 

26 

21* 

19 

15* 

15 

11* 

26 

22* 

19 

16 

15 

13 

26 

23 

22 

19 

15 

13 

29 

26 

23 

19 

15 

13 

31* 

26 

18 

16 

13 

12 

26* 

23 

23* 

20* 

18* 

16* 

32 

27* 

2  1* 

20* 

16* 

16* 

30 

26 

21* 

20* 

15 

15 

30 

26 

20 

19 

15 

15 

28* 

26 

20 

18 

15 

14 

28* 

25 

20 

19 

15 

15 

28* 

26 

22 

20 

17 

16 

30* 

27 

22 

20 

17 

16 

30* 

27 

22 

20 

12 

12 

30* 

27 

23 

21 

18 

17 

28* 

27 

23 

16* 

18 

12* 

28* 

22* 

23 

14 

18 

10 

28* 

20 

23 

21 

18 

17 

28* 

27 

21* 

1 

19* 

16* 

15* 

27 

25* 

Tariffs:  Missouri  Pacific  Rwy.,  I.C.C.,  Nos.  35,174,342,581,710,906,907,  2389,2954,3173,2957,3510,4775, 
6586,  6598, 7569. 

Distances  to  New  Orleans,  La.,  from—  Miles. 


Omaha,  Nebr .  1,080 

Hastings,  Nebr . 1,168 

Kansas  City,  Mo . , .  880 

Leavenworth,  Kans . ’’ .  906 

Wichita,  Kans .  958 


Rates  on  wheat  and  corn,  C.  L.,  from  Sioux  City,  Ioiva,  to  New  Orleans,  La.,  and 
Mobile,  Ala.,  March  28,  1899,  to  date,  via  Illinois  Central  Railroad. 

[Rates  in  cents  per  100  pounds.] 


Date. 

To  New  Orleans,  La. 

To  Mobile,  Ala. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Mar.  28, 1899 . 

34 

33 

34 

33 

Mar.  28,1900 . 

33 

31* 

34 

33 

Apr.  4, 1900  . 

33 

31* 

33 

33 

Feb.  9, 1904  . 

33 

30 

33 

33 

June  10, 1904  . 

33 

29 

33 

33 

Feb.  14, 1905  . 

33 

26 

33 

33 

Apr.  1, 1905  . 

33 

29 

33 

33 

Illinois  Central  R.  R.  I.  C.  C.  A-1786, 2193, 2195, 4154, 4394,  and  5175. 


Distances  from  Sioux  City,  Iowa,  to—  Miles. 

New  Orleans,  La . . . . .  1,173 

Mobile,  Ala . . .  1, 153 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


189 


Rates  on  wheat  and  corn,  C.  L .,  from  Des  Moines,  Iowa ,  to  New  Orleans ,  La .,  and  Mobile , 
Ala.,  January  1 ,  date,  based  on  East  St.  Louis,  III. 

[Rates  in  cents  per  100  pounds.] 


To  New  Orleans,  La.,  and  Mobile,  Ala. 


Date. 

East  St.  Louis,  Ill. 

Beyond. 

Through. 

Wheat. 

Corn. 

Wheat, 

Corn. 

Wheat. 

Corn. 

Jan.  1, 1899  . 

16 

12 

20 

20 

36 

32 

Sept.  6, 1899 . 

13 

10 

20 

20 

33 

30 

Feb.  6, 1900 . 

13 

9 

20 

20 

33 

29 

Apr.  10,1900  . 

14 

11 

20 

20 

34 

31 

Jan.  6, 1901 . 

14 

11 

17 

15 

31 

26 

July  16,1901 . 

14 

10 

17 

15 

31 

25 

Nov.  25, 1901 . 

13 

10 

17 

15 

30 

25 

Aug.  15, 1902,  to  date . 

11 

10 

17 

15 

28 

25 

Distances  from  Des  Moines,  Iowa,  to—  Miles 

New  Orleans,  La .  1,039 

Mobile,  Ala .  987 


Distances  from  Des  Moines,  Iowa,  to—  Miles 

New  Orleans,  La .  1,039 

Mobile,  Ala .  987 


Item  No.  9. — Through 'published  rates  on  wheat  and  corn,  C.  L.,  from  St.  Paul,  Minn., 
to  the  folloioing  points,  from  January  1,  1896,  to  October  15,  1900. 

[Rates  in  cents  per  100  pounds.] 


Date. 

To  New  York,  N.  Y. 

To  Boston,  Mass. 

Domestic. 

Export. 

Proportion¬ 

al. 

Domestic. 

Export. 

Proportion¬ 

al. 

Do- 

Ex- 

Do- 

Ex- 

Wheat. 

Corn. 

Wheat. 

Corn. 

mestic 

port 

Wheat. 

Corn. 

Wheat, 

Corn. 

mestic 

port 

corn. 

corn. 

corn. 

corn. 

Jan.  1,  1896 . 

30 

30 

32 

32 

Feb.  1,  1896 . 

30 

30 

32 

32 

25 

Oct.  25,  1897 . 

321 

321 

341 

341 

25 

Nov.  17,  1897  .... 

321 

321 

26 

341 

341 

28 

Nov.  28,  1897  _ 

32| 

321 

(a) 

341 

341 

25 

Dec.  15.  1897 . 

321 

32k 

(a) 

341 

341 

25 

Dec.  16,  1897 . 

25* 

25" 

' 

(a) 

27"' 

27’ 

25 

Dec.  30,  1897 . 

(b) 

( b ) 

(a) 

( b ) 

( b ) 

25 

Apr.  16,  1898 . 

25 

25 

(a) 

27 

27 

Mav  11 '  1898 . 

23 

23 

. 

(a) 

25 

25 

Aug.  25,  1898  _ 

251 

251 

(a) 

97 1 

271 

Nov.  10,  1898  _ 

28 

28 

(a) 

30 

30 

Jan.  2,  i899 . 

271 

271 

(a) 

291 

291 

Jan.  4,  1899 . 

27 1 

27k 

25 

25 

(a) 

291 

291 

25 

25 

Feb.  I.  1899 _ _ 

27% 

271 

26 

26 

(a) 

291 

291 

26 

26 

Apr.  16,  1899 . 

271 

271 

26 

26 

23 

23 

291 

291 

26 

,  26 

25 

25 

Apr.  18,  1899 . 

241 

241 

23 

23 

23 

23 

261 

261 

23 

23 

25 

25 

May  12,  1899 . 

241 

241 

23 

23 

191 

191 

261 

261 

23 

23 

211 

211 

Sept.  18,  1899 .... 

27k 

271 

271 

271 

21 

21 

291 

291 

271 

271 

23 

21 

Nov.  1,  1899  . 

291 

291 

291 

291 

251 

251 

311 

311 

291 

291 

271 

251 

Mar.  20. 1900 . 

22k 

221 

221 

221 

171 

171 

241 

241 

221 

221 

191 

171 

Apr.  2,  1900 . 

22k 

221 

221 

221 

m 

171 

241 

241 

221 

221 

191 

171 

xMay  1,  1900 . 

22k 

221 

221 

221 

(a) 

(«) 

241 

241 

221 

221 

191 

171 

June  11,  1900  _ 

22k 

221 

221 

221 

(a) 

(a) 

241 

241 

221 

221 

191 

17i 

Oct.  15,  1900 . 

Based  on  Chicago.  See  Table  No.lattached.  BasedonChicago.  SeeTableNo.2attached. 

II  1  1  .1  1  II  III 

«  Withdrawn. 


b  Com  bination  on  Chicago,  Ill. 


Distances,  St.  Paul,  Minn.,  to —  Miles. 

New  York,  N.  Y .  1,322 

Boston,  Mass .  1,416 

Philadelphia,  Pa . .  1, 231 

Baltimore,  Md . J...  1,212 

Norfolk,  Va .  1,375 

Newport  News,  Va .  1,363 


i 


190 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Item  No.  9.  —  Through  published  rates  on  wheat  and  corn ,  C.  L.,  from  St.  Paul,  Minn., 
to  the  following  points,  from  January  1,  1896,  to  October  15,  1900 — Continued. 


Date. 


To  Philadelphia,  Pa. 


Domestic. 


Export. 


Proportion¬ 

al. 


Wheat. 

Corn. 

Wheat. 

Corn. 

Do¬ 

mestic 

corn. 

Ex¬ 

port 

corn. 

Wheat. 

Corn. 

Wheat, 

Corn. 

Do¬ 

mestic 

corn. 

Ex¬ 

port 

corn. 

Jan.  1,  1896 . 

28 

28 

27 

27 

Feb.  l'  1896 . 

28 

28 

27 

27 

Oct,  25,  1897 . 

30* 

30* 

29* 

29* 

Nov.  17, 1897 . 

301 

30* 

29* 

29* 

Nov.  28, 1897 . 

30* 

30* 

29* 

29* 

Dec.  15'  1897 . 

(a) 

(a) 

(Cl) 

(a) 

Dec.  16'  1897 . 

(a) 

(a) 

• 

(a) 

(a) 

Dec,  30, 1897 . 

(a) 

(a) 

(a) 

(a) 

Apr.  16^  1898 . 

23 

23 

99 

22 

May  11,'  1898 . 

21 

21 

20 

20 

. 

Aug.  25, 1898 . 

23| 

23* 

22* 

22* 

Nov.  10,'  1898 . 

26’ 

26’ 

25 

25 

Jan.  2,  1899 . 

25* 

25* 

24* 

24* 

Jan.  4,  1899 . 

25* 

25* 

23 

23 

24* 

24* 

22 

22 

Feb.  7, 1899 . 

25| 

25* 

24 

24 

24* 

24* 

23 

23 

Apr.  16, 1899 . 

25* 

25* 

24 

24 

21 

21 

24* 

24* 

23 

23 

20 

20 

Apr.  18, 1899 . 

22* 

22* 

21 

21 

21 

21 

21* 

21* 

20 

20 

20 

20 

Mav  12, 1899 . 

22* 

22* 

21 

21 

17* 

171 

21* 

21* 

20 

20 

16* 

16* 

Sept.  18,  1899.... 

25* 

25* 

25* 

25* 

19 

1? 

24* 

24* 

24* 

24* 

18 

18 

Nov.  1,  1899 . 

27* 

27* 

27* 

27* 

23* 

23* 

26* 

26* 

26* 

26* 

22* 

22* 

Mar.  20, 1900 . 

20* 

20* 

20* 

20* 

15* 

15* 

19* 

19* 

19* 

19* 

14* 

14* 

Apr.  2,  1900 . 

20* 

20* 

20* 

20* 

15* 

15* 

19* 

19* 

19* 

19* 

14* 

14* 

May  1,  1900 . 

20* 

20* 

20* 

20* 

(*>) 

( b ) 

19* 

19* 

19* 

19* 

(b) 

(b) 

June  11,  1900 _ 

20* 

20* 

20* 

20* 

(b) 

(&) 

19* 

19* 

19* 

19* 

(b) 

(b) 

Oct,  15,  1900 . 

Based  on  Chicago.  See'J 

fablelS 

fo. 3  attached. 

Basedon Chicago.  See"! 

rableNo.4attached. 

To  Baltimore,  Md. 


Domestic. 


Export. 


Proportion¬ 

al. 


To  Norfolk  and  Newport  News,  Va. 


Date. 

Domestic. 

Export. 

Proportional. 

. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Domestic 

corn. 

Export 

corn. 

Jan.  1,  1896 . . . 

27 

27 

Feb.  l'  1896  . 

27 

27 

Oct.  25,  1897 . 

29* 

29* 

Nov.  17,  1897  . 

29* 

29* 

Nov.  28'  1897  . 

29* 

29* 

Dec.  15,'  1897  . 

(a) 

(a) 

1 

Dec.  16,  1897  . 

(a) 

( a ) 

Dec.  30,  1897  . 

(a) 

(a) 

Apr.  16,  1898  . 

22 

22 

May  11,'  1898 . 

20 

20 

Aug.  25,  1898  . 

22* 

22* 

Nov.  10,  1898  . 

25* 

25 

Jan.  2,  1899 . 

24* 

24* 

Jan.  4,  1899 . 

24* 

24* 

22 

22 

Feb.  7,  1899  . 

24* 

24* 

23 

23 

Apr.  16,  1899  . 

24* 

24* 

23 

23 

20 

20 

Apr.  18,  1899  . 

21* 

21* 

20 

20 

20 

20 

Mav  12,  1899 . 

21* 

21* 

20 

20 

49* 

16* 

Sept.  18,  1899 . 

24* 

24* 

24* 

24* 

21 

18 

Nov.  1,  1899  . 

26* 

26* 

26* 

26* 

25* 

22* 

Mar.  20,  1900  . 

19* 

19* 

19* 

19* 

(b) 

(*>) 

Apr.  2,  1900 . 

21* 

21* 

21* 

21* 

(b) 

(*>) 

May  1,  1900 . 

21* 

21* 

21* 

21* 

(b) 

(b) 

June  11.  1900  . 

21* 

21* 

14* 

14* 

b ) 

(b) 

Oct.  15,  1900 . 

Based  on  Chicago.  See  Table  No.  5  attached. 

1  1  1  1  1 

a  Combination  on  Chicago,  Ill. 


l>  Withdrawn. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


191 


Item  No.  9. — Table  No.  1. — Rates  on  reheat  and  com  from  tit.  Paul,  Minn.,  to  Neiv 
York,  N.  Y.,  based  on  Chicago,  III.,  October  15,  1900,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

Chicago,  Ill. 

Beyond. 

Through. 

Domestic  and 
export. 

Domestic. 

Export. 

Domestic. 

Export. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Oct.  15, 1900 . 

12* 

12* 

15 

15 

m 

13* 

27* 

27* 

26 

26 

Nov.  1,1 900 . 

12* 

12* 

17* 

17* 

10 

16 

30 

30 

28* 

28* 

June  1, 1901 . 

121 

12* 

15 

15 

13* 

13* 

27* 

27* 

26 

26 

Oct.  21, 1901 . 

121 

12* 

17* 

17* 

10 

16 

30 

30 

28* 

28* 

Mar.  29, 1902 . 

12* 

12* 

17* 

17* 

«13 

a  13 

30 

30 

«  25* 

a  25* 

Apr.  3, 1902  . 

121 

7* 

17* 

17* 

a  13 

«13 

30 

25 

a  25* 

«  20* 

Apr.  14,1902  . 

12* 

7* 

17* 

17* 

10 

10 

30 

25 

28* 

28* 

May  21, 1902 . 

12* 

7* 

17* 

17* 

613* 

613* 

30 

25 

620 

6  21 

Sept.  1,1902 . 

10 

7* 

17* 

17* 

613* 

613* 

27* 

25 

6  23* 

621 

Dee.  8. 1902  . 

10 

7* 

20 

20 

17* 

17* 

30 

27* 

27* 

25 

Do . 

10 

7* 

20 

20 

610  . 

610 

30 

27* 

6  26 

623* 

May  11,1903 . 

10 

7* 

18 

18 

15* 

15* 

28 

25* 

25* 

23 

Do . 

10 

7* 

18 

18 

614 

614 

28 

25* 

6  24 

6  21* 

Dee.  1,1903  . 

10 

7* 

20 

20 

17* 

17* 

30 

27* 

27* 

25 

Do . 

10 

7* 

20 

20 

6  10 

610 

30 

27* 

6  26 

6  23* 

Dec.  10, 1903  . 

10 

7* 

20 

20 

10* 

16* 

30 

27* 

26* 

24 

Do . 

10 

7* 

20 

20 

6  15 

ft  15 

30 

27* 

6  25 

6  23* 

May  2, 1904 . 

10 

7* 

17* 

17* 

15 

15 

971 

25 

25 

22* 

Do . 

10 

7* 

17* 

17* 

613* 

613* 

27* 

25 

6  23* 

6  21 

Dee.  5, 1904  . 

10 

7* 

20 

20 

10* 

16* 

30 

27* 

20* 

24 

Do . 

10 

71- 

20 

20 

ft  15 

6  15 

30 

27* 

6  25 

6  22* 

Feb.  1, 1905  . 

10 

7* 

17* 

17* 

15 

15 

27* 

25 

25 

22* 

Do . 

10 

7* 

17* 

17* 

613* 

6 13* 

27* 

25 

6  23* 

6  21 

Feb.  6, 1905  . 

10 

7* 

17* 

17* 

« 14* 

a  14* 

27* 

25 

a  24* 

«  22 

Do . 

10 

7* 

17* 

17* 

a  ft  13 

a  6 13 

27* 

25 

a  ft  23 

a  ft  20* 

May  8, 1905 . 

10 

7* 

17* 

15 

a  14* 

a  14 

971 
—  1  2 

22* 

a  24* 

a  21* 

Do . 

10 

7* 

17* 

a  14* 

a  14* 

a  13 

27* 

a  22 

n  24* 

«20* 

May  9, 1905 . 

10 

7* 

15 

15 

14 

14 

25 

991 

24 

21* 

Do . 

10 

7* 

15 

15 

ft  12* 

ft  12* 

25 

22* 

6  22* 

6  20 

Do . 

10 

7  4 

15 

15 

a  13 

a 13 

25 

22* 

a  23 

a  20* 

Sept.  1, 1905,  to  date . 

10 

7* 

17* 

17* 

15 

15 

27* 

25 

25 

22* 

Do . 

10 

7* 

17* 

17* 

a  13* 

a  13* 

27* 

25 

a  23* 

a  21 

Do . 

10 

7* 

17* 

17* 

614* 

614* 

27* 

25 

6  24* 

6  22 

a  When  from  beyond.  6  When  actually  exported. 


Item  No.  9. — Table  No.  2. — Rates  on  wheat  and  corn  from  tit.  Paul,  Minn.,  to  Boston, 
Mass. ,  based  on  Chicago,  III.,  October  15,  1900,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

Chicago,  Ill. 

Beyond. 

Through. 

Domestic  and 
export. 

Domestic. 

Export* 

Domestic. 

Export. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn . 

Wheat. 

Corn. 

Wheat. 

Corn. 

Oct.  15, 1900  . 

12* 

191 

17 

17 

13* 

13* 

29* 

29* 

26 

26 

Nov.  1,1 900 . 

12* 

12* 

19* 

19* 

16 

10 

32 

32 

28* 

28* 

June  1, 1901 . 

12* 

12* 

17 

17 

13* 

13* 

29* 

29* 

20 

26 

Oct.  21, 1901 . 

12* 

12* 

19* 

19* 

16 

16 

32 

32 

28* 

28* 

Mar.  29, 1902 . 

12* 

12* 

19* 

19* 

a  13 

« 13 

32 

32 

«  25* 

a  25* 

Apr.  3, 1902  . 

12* 

7* 

19* 

19* 

10 

10 

32 

27 

28* 

23* 

Do . 

12* 

7* 

19* 

19* 

« 13 

« 13 

32 

27 

a  25* 

«  25* 

Apr.  14, 1902  . 

12* 

7* 

19* 

19* 

10 

16 

32 

27 

28* 

23* 

May  21, 1902 . 

12* 

7* 

191 

19* 

6  13* 

6 13* 

32 

27 

6  26 

6  21 

Sept.  1,1 902 . 

10 

7* 

19* 

19* 

6  13* 

613* 

29* 

27 

6  23* 

6  21 

Dec.  8, 1902  . 

10 

7* 

22 

22 

17* 

17* 

32 

29* 

27* 

25 

Do . 

10 

7* 

22 

22 

6  16 

6  10 

32 

29 

26 

23* 

Mav  11,1903 . 

10 

7* 

20 

20 

15* 

15* 

30 

27* 

25* 

23 

Do . 

10 

7* 

20 

20 

6  14 

6  14 

30 

27* 

24 

21* 

Dec.  1,1903  . 

10 

22 

22 

17* 

17* 

32 

29* 

27* 

25 

Do . 

10 

7* 

22 

22 

616 

616 

32 

‘>Q! 

a 

6  26 

ft  23* 

Dee.  10, 1903  . 

10 

7* 

22 

22 

16* 

16* 

32 

29* 

26* 

24 

May  2, 1904  . 

10 

7* 

19* 

19* 

15 

15 

29* 

27 

25 

22* 

n  When  originating  west  of  west  bank  of  Mississippi  River. 

ft  When  consigned  or  delivered  to  ocean  steamship  line  actually  exported. 


192 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Item  No.  9.— Table  No.  2. — Rates  on  wheat  and  corn  from  St.  Paid ,  Minn.,  to  Boston, 
Mass.,  based  on  Chicago,  III.,  October  15,  1900,  to  date — Continued. 


Date. 

Chicago,  Ill., 

Beyond. 

Through. 

Domestic  and 
export. 

Domestic. 

Export. 

Domestic. 

Export. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

May  2, 1904  . 

10 

74 

194 

194 

« 134 

a  134 

294 

27 

o234 

a  21 

Dec.  5, 1904  . 

Do . 

10 

71 

22 

22 

164 

164 

32 

294 

264 

24 

10 

74 

22 

22 

a  15 

a  15 

32 

294 

o25 

0  224 

Feb.  1,1905  . 

10 

74 

194 

194 

15 

15 

294 

27 

25 

224 

Do . 

10 

74 

194 

194 

a  134 

« 134 

294 

27 

234 

21 

Feb.  6, 1905  . 

10 

74 

194 

194 

15 

15 

294 

27 

25 

224 

Do . 

10 

74 

194 

194 

M3 

ft  13 

294 

27 

ft  23 

ft  204 

Apr.  8, 1905  . 

10 

74 

194 

194 

15 

15 

294 

27 

25 

224 

Do . 

10 

74 

194 

194 

b  144 

ft  144 

294 

27 

ft  244 

ft  22 

May  9, 1905  . 

10 

74 

17 

17 

14 

14 

27 

244 

24 

214 

Do . 

10 

71 

17 

17 

o  13 

°  13 

27 

244 

c  23 

c  204 

Do . 

10 

71 

1  9 

17 

17 

«124 

a  124 

27 

244 

o  224 

a  20 

Sept.  1, 1905,  to  date . 

10 

74 

194 

194 

15 

15 

294 

27 

25 

224 

Do . 

10 

74 

194 

194 

« 144 

a  144 

294 

27 

0  244 

o21 

Do . 

10 

71 

*  9 

m 

194 

«134 

«134 

294 

27 

0  234 

a21 

a  When  consigned  or  delivered  to  ocean  steamship  line  actually  exported, 
ft  When  originating  beyond. 

c  When  originating  west  of  west  bank  of  Mississippi  River. 


Item  No.  9 — Table  No.  3. — Rates  on  wheat  and  corn,  from  St.  Paul,  Minn.,  to  Phila¬ 
delphia,  Pa.,  based  on  Chicago,  III.,  from  October  15,  1900,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

Chicago,  Ill. 

Beyond. 

Through. 

Domestic  and 
export. 

Domestic. 

Export. 

Domestic. 

Export, 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Oct,  15,  1900 . 

124 

124 

13 

13 

124 

124 

254 

254 

25 

25 

Nov.  1,  1900  . 

124 

124 

154 

154 

15 

15 

28 

28 

274 

274 

June  1,  1901 . 

124 

124 

13 

13 

124 

124 

254 

254 

25 

25 

Oct.  2,  1901 . 

124 

124 

154 

154 

15 

15 

28 

28 

274 

274 

Mar.  29,  1902  . 

124 

124 

154 

154 

a  12 

a  12 

28 

28 

0  244 

a  244 

Apr.  3,  1902 . 

124 

74 

154 

154 

15 

15 

28 

23 

274 

224 

Do . 

124 

74 

154 

154 

a  12 

a  12 

28 

23 

a  244 

a  194 

Apr.  14,  1902 . 

124 

74 

154 

154 

15 

15 

28 

23 

274 

224 

Mav  21,  1902 . 

124 

71 

•  a 

154 

154 

ft  124 

ft  124 

28 

23 

ft  25 

ft  20 

Sept.  1,  1902 . 

10 

71 

*  a 

154 

154 

ft  124 

ft  124 

254 

23 

ft  25 

ft  20 

Dec.  8,  1902 . 

10 

71 
*  a 

18 

18 

154 

154 

28 

254 

254 

23 

Do . 

10 

71 

18 

18 

ft  15 

ft  15 

28 

254 

ft  25 

ft  224 

May  11,  1903 . 

10 

71 

16 

16 

134 

134 

26 

234 

234 

21 

Do . 

10 

.  74 

16' 

16 

ft  13 

ft  13 

26 

234 

ft  23 

ft  204 

Deo.  1,  1903 . 

10 

7i 

18 

18 

154 

154 

28 

254 

254 

23 

Do . 

10 

74 

18 

18 

ft  15 

ft  15 

28 

254 

25 

224 

Dec.  10,  1903 . .*.... 

10 

74 

18 

18 

144 

144 

28 

254 

244 

22 

Do . 

10 

74 

18 

18 

ft  14 

ft  14 

28 

254 

ft  24 

ft  214 

Mav  2,  1904 . 

10 

74 

154 

154 

13 

13 

254 

23 

23 

204 

Do . 

10 

74 

154 

154 

ft  124 

ft  124 

254 

23 

ft  22  4 

ft  20 

Dec.  5,  1904 . 

10 

71 

18 

18 

144 

144 

28 

254 

244 

22 

Do  .  . 

10 

74 

18 

18 

ft  14 

ft  14 

28 

254 

24 

214 

Feb.  1,  1905 . 

10 

74 

154 

154 

13 

13 

25$ 

23 

23 

20* 

Do . 

10 

74 

154 

154 

ft  124 

ft  124 

254 

23 

ft  224 

ft  20 

Feb.  6,  1905 . 

10 

74 

154 

154 

a  ft  12 

a  ft  12 

254 

23 

a  b  22 

«  ft  19* 

Do . 

10 

74 

154 

154 

a  124 

a  124 

254 

23 

a  22 

«194 

Mav  8,  1905 . . . 

10 

74 

154 

13 

13 

114 

254 

204 

23 

19 

Do . 

10 

74 

154 

13 

a  ft  124 

a  ft  124 

254 

204 

a  ft  224 

a  6  18 

May  9,  1905 . 

10 

74 

13 

13 

ft  114 

ft  114 

23 

204 

ft  214 

ft  19 

Do . 

10 

74 

13 

13 

12 

12 

23 

204 

22 

194 

Do . 

10 

74 

'  124 

124 

a  104 

a  104 

a  224 

a  224 

a  204 

a  18 

Sept.  1,  1905,  to  date . 

10 

154 

154 

13 

13 

254 

23 

23 

204 

Do . 

10 

74 

154 

154 

ft  124 

ft  124 

254 

23 

ft  224 

6  20 

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10 

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154 

154 

a  12 

a  12 

254 

254 

a  22 

0  194- 

«  When  originating  beyond. 

b  When  consigned  or  delivered  to  ocean  steamship  line  actually  exported 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


193 


Item  No.  9 — Table  No.  4. — Rates  on  wheat,  and  corn  from  St.  Paul ,  Minn.,  to  Baltimore, 
Md.,  based,  on  Chicago,  III.,  October  15,  1900,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

Chicago,  Ill. 

Beyond. 

Through. 

Domestic  and 
export. 

Domestic. 

Export. 

Domestic. 

Export. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Oct.  15,  1900 . 

12* 

*12* 

12 

12 

12 

12 

24* 

24* 

24* 

24* 

Nov.  1,  1900  . 

12* 

12* 

14* 

14* 

14* 

14* 

27 

27 

27 

27 

June  1,  1901 . 

12* 

12* 

12 

12 

12 

12 

24* 

24* 

24* 

24* 

Oct.  21,  1901 . 

m 

12* 

14s 

14* 

14* 

14* 

27 

27 

27 

27 

Mar.  29,  1902  . 

12* 

12* 

m 

14* 

alii 

all* 

27 

27 

a  24 

a  24 

Apr.  3,  1902  . 

12| 

7k 

14* 

14* 

all| 

alii 

27 

22 

a  24 

a  19 

Do . 

12* 

7i 

14* 

14* 

14* 

14* 

27 

22 

24 

22 

Apr.  14,  1902  . 

12* 

71 

•  2 

14* 

14* 

14* 

14* 

27 

22 

27 

22 

May  21,  1902  . 

12* 

71 

14| 

14* 

b  12 

b  12 

27 

22 

6  24* 

619* 

Sept,  1,  1902 . 

10 

7i 

14* 

14* 

b  12 

612 

24* 

22 

6  22 

619* 

Dec.  8,  1902  . 

10 

71 

17 

17 

6  14* 

614* 

27 

24* 

6  24* 

6  22 

May  11,  1903  . 

10 

7i 

15 

15 

12* 

12* 

25 

22* 

22* 

20 

Dec.  1,  1903  . 

10 

7 1 

17 

17 

14* 

14* 

27 

24i 

24* 

22 

Dec.  10,  1903  . 

10 

71 

17 

17 

13* 

13* 

27 

24* 

23* 

21 

May  2,  1904  . 

10 

71 

14* 

14* 

12 

12 

24* 

22 

22 

19* 

Dec.  5,  1904  . 

10 

71 

17 

17 

13* 

13* 

27 

24* 

23* 

21 

Feb.  1,  1905  . 

10 

74. 

14* 

14* 

12 

12 

24* 

22 

22 

19* 

Feb.  6,  1905  . 

10 

71 

14* 

14* 

alii 

alii 

24* 

22 

a  21* 

a  19 

May  8,  1905  . 

10 

7_i 

14* 

12 

12 

11 

24* 

19* 

22 

18* 

Do . 

10 

7* 

14* 

all* 

all* 

a  10 

24* 

a  19 

a  21* 

a  17* 

May  9,  1905  . 

10 

7  _i 

12 

12 

11 

11 

22 

19* 

21 

18* 

Do . 

10 

7k 

all* 

all| 

a  10 

a  10 

a  21* 

a  19 

a  20 

a  17* 

Sept.  1,  1905, to  date....'. 

10 

7k 

14* 

14* 

12 

12 

24* 

22 

22 

19* 

Do . 

10 

7k 

14* 

14* 

all* 

alii 

24* 

22 

a  21* 

a  19 

a  When  originating  beyond. 


6  When  actually  exported. 


Item  No.  9. — Table  No.  5. — Rates  on  wheat  and  corn  from  St.  Paul,  Minn.,  to  Newport 
News,  Va.,  based  on  Chicago,  III.,  October  15,  1900,  to  date. 

[Rates  in  cents  per  100  pounds.] 


Date. 

Chicago,  Ill. 

Beyond. 

Through. 

Domestic  and 
export 

Domestic. 

Export. 

Domestic. 

Export. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheat. 

Corn. 

Wheata 

Corn. a 

Oct.  15,  1900 . 

12* 

12* 

14 

14 

12 

12 

26* 

26* 

24* 

24* 

Nov.  1, 1900 . 

12* 

12* 

14* 

14* 

14* 

14* 

27 

27 

27 

27 

June  i,  1901 . 

12* 

12* 

12 

12 

12 

12 

24* 

24* 

24* 

24* 

Oct.  21,  1901 . 

12* 

12* 

14* 

14* 

14* 

14* 

27 

27 

•  27 

27 

Mar.  29, 1902 . 

12* 

12* 

14* 

14* 

613* 

613* 

27 

27 

6  26 

6  26 

Apr.  3,  1902 . 

12* 

Ik 

14* 

14* 

14* 

14* 

27 

22 

27 

22 

Do . 

12* 

7* 

14* 

14* 

613* 

613* 

27 

22 

26 

26 

May  21,  1902 . 

12* 

71 

14* 

14* 

c  12 

c  12 

27 

22 

c  24 

c  19* 

Sept,  1,  1902 . 

10 

7* 

14* 

14* 

c  12 

c  12 

24* 

22 

c  22 

c  19* 

Dec.  8, 1902 . 

10 

7* 

17 

17 

c  14* 

c  14* 

27 

24* 

c  24* 

c  22 

May  11,  1903 . 

10 

7JL 

15 

15 

12* 

12* 

25 

22* 

22* 

20 

Dec.  1, 1903 . 

10 

71 

17 

17 

14* 

14* 

27 

24* 

24* 

22 

Dec.  10, 1903 . 

10 

71 

17 

17 

13* 

13* 

27 

24* 

23* 

21 

May  2,  1904 . 

10 

71 

14* 

14* 

12 

12 

24* 

22 

22 

19* 

Dec.  5, 1904 . 

10 

71 

17 

17 

13* 

13* 

27 

24* 

23* 

21 

Feb.  1, 1905 . 

10 

71 

14* 

14* 

12 

12 

24* 

22 

22 

19* 

Feb.  6, 1905 . 

10 

71 
•  a 

14* 

14* 

611* 

611* 

24* 

24* 

6  21* 

619 

May  8,  1905 . 

10 

7* 

14* 

12 

12 

11 

24* 

19* 

22 

18* 

Do . 

10 

7* 

14* 

6  11* 

611* 

610 

24* 

619 

6  21* 

617* 

Mav  9, 1905 . 

10 

7* 

12 

12 

11 

11 

22 

19* 

21 

18* 

Do . 

10 

7* 

11* 

6  Hi 

610 

610 

21* 

619 

6  20 

617* 

Sept.  1,  1905,  to  date . 

10 

7* 

14* 

14* 

12 

12 

24* 

22 

22 

19* 

Do . 

10 

7* 

14* 

14* 

611* 

6  11* 

24* 

6  22 

6  21* 

619 

a  To  Newport  News  only.  b  When  originating  beyond.  c  When  actually  exported. 


S.  Doc.  244,  59-1 - 13 


194 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


195 


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r—  rH  rH  H  rH  H  H  n  H  h  »h  H  H  rH  rH  rH  H  rH  n  th  CM  CM  CM  CM  H  H  CM  CM  CM  CM  H  rH  rH  rH  rH  rH 


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CO  CO  CO  CO  CO  QC  CO  00  CO  DO  CO  ®C  CO  GO  CO  CO  CO  CO  CO  00  CO  00  CO  CO  CO  CO  CO  00  CO  OC  CO  00  *~J  ©  rH  hj< 

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DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


199 


He*  He*  — «tet  He*  He*  He*  He*  He*  He*  Ho*  He*  He*  He* 

O00i^e*0>^ixNt^C5»-Q05i>.<NcOrH<0rHH<05<0rH 


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lO^XCOOiOGOCOXCOXCOOOCOXC^I^^UOOi^'N 
l^(NCO(NW^NC^(N^C^lNN(N(N(N^HMM 

seesBeeeseB 


8: 


He*  He*  He*  Ho* 

CO  H  O  iO  CO 
CM  CM  CO  CM  CO 
C  C  8 


Ho*  Ho*  Ho*  He*  He*  He*  He*  He*  He*  He*  He*  He* 
OQO*OrHCMCOCMOiOr-iiOI>CM<OrHC5T* 

(NCO(NX(NCM(NX(NXCM(N'N(N(N(N'N 


He*  He*  He*  He*  He*  He*  He*  He*  He*  He*  He*  He*  H®»  He*  He*  He* 

lOdHC^OiHCOHOHOHO-OXCOt^MOlO 

CMCMCOCMCOCMCOCMCOCNCOCMCOCMCOCMCMCMCMCMCOCM 


«(c*  He*  He*  Ho*  Ho«  He*  Ho*  He*  He*  He*  He*  He*  He*  He* 

Tf^^H<OCO^H<H’Tt<H<H<Tt<T?*COCOCOCOCOCO^H< 


— *(o*  Hc*H«He*  — i|o<  ^h|o*  He*  He*  He*  He*  He*  He*  He*  He*  He*  He* 

^rfTfHCO^Tr^HrfH^Tr-rH^COCOCOCOH^ 


He*  He*  He*  H«  He*  — *|c*  He*  Hot  He*  He*  He*  He*  He*  He*  He*  He*  He*  He*  He*  He* 

D  Dh  N  O  O  h  Dh  D  D  D  M''  D  D  ^  -f  ^  ^  I>  t>* 

HHHHOJOlriHHHHHHHHHHHHHHH 


He* He*  He*  He*  He*  He*  He*  He*  He*  He*  Ho*  He*  He*  He*  He*  He*  He*  He*  He*  He* 

rH  rH  HlNOJHHHr-jHHHHHHHHHHHH 


O^COOOCOCOCOCOCOiO* 

5HBrHSHSH8’ 


He*  Hc*Hc«  He* 
I  *0  CO  GO  CO  00  CO  GO  r— (  CD  t— I  CO 


Ho*  He*  He*  Ho*  He*  He*  He*  He*  He*  He*  He*  Ho* 

COOa'.HHLOCiCOC5^C5Ha5HC5H,-CMOHCOCl 
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He*  He*  He*  Ho*  — <|c*  •— *jo«  He*  r-<|e*  He*  He*  He*  He*  He*  He*  He*  He* 

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CMCMCOCMCOCMCOCMCOCMCMCMCOCMCOCMCMCMCMCMCMCM 

eesceeceees 

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O  CO  Cl  lO  O  M  1^  Oll^  CU^  CJ  Oi  ^  X  CO  H  CD 

<NCMCOCMCOCOCOCMCO<NCOCMCOCMCOCM<MCMCMCMCOCM 

ecsceececse 


•nfe*  He*  He*  He*  *— <|c*  *— *  |e*  ^->|c*  *-*|e»  He*  He*  He*  He*  He*  Ho* 

I0i0ii0i0t^'s0»0i0i0i0i0*0i0i0xxxxxxi0»0 


He*  He*  He*  He*  He*  He*  He*  He*  He*  He*  Ho*  He*  He*  He* 

*OiOiOiCI>^Di-OiOiOkO‘CiOiCuOiOiOWWWXiOiO 


xiOHajrraiHCJHOJHasHasHaiHci  c?  J>  cm  I? 

er“lCrHQrHCrH»3THeT"",CrHST“<erH^T“HC 


He*  -<10*  He*  He*  He*  Ho*  He*  ^-|c*  ^|o«  ^|c*  -^Ic*  He* 

HOiXCOO'tXCOXOCOXCO-OrtCOHuOO^n 
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He*  He*  He*  Ho*  He*  He*  He*  He*  He*  He*  He*  He*  He*  Ho*  He*  He*  He*  He*  He*  He* 

00  00  00  <X>  r-J HXXXXXXXXXXiOiOiOiOXX 

tH  riHHOJdHHHHHHHrlH  rH  H  H  *— I  rH  H  H 


He*  He*  He*  Ho*  He*  He«He*  He*  He*  He*  He*  He*  He*  He*  He*  Ho*  He*  He*  He*  He* 

CO  GO  GO  CO  rH  rH  00  GO  CO  GO  CO  CO  GO  GO  GO  00  *0  iO  »0  *0  CO  CO 

HHrlHCl!NHHr(nHHHHHHHHnrlHH 


Ho*  He*  He*  Ho* 

t©  Tj^  CO  GO  CO  GO  CO  GO  CO  lO  H  lO  CO  GO  CO  GO  CO  CO  rH  CO  H  CO 


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To  Boston,  Mass. 

Through. 

Export. 

Corn. 

He*  Ho*  — |e*  — .(«•  He*  He*  He*  He*  He*  He*  He* 

t-  io  -is*  -'*©  xcxic'.t'Hi'MxinHinNON-fOiiOH5CMoaH!o^-iN 

s^S'— 'Besses  e  e  b  b  -  e  s  e 

a 

Wheat. 

Ho*  — *fci  — *io*  — io*  He*  He*  He*  Hoi  Ho*  -.|e*  HO*  Hoi 

oa!Ot'HXHXHXiCXiCOOXHX’f«a>l>Ml'C^O)X'1<OOMO>i)<a>f) 

bbbssbbb  a  assess 

Domestic. 

Corn, 

He*  He*  He*  He*  He  He*  He*  He*  He*  He*  -le<  He*  He*  He*  He*  He*  Ho*  He*  He*  He*  He*  ~|e«  He*  Ho*  He*  Ho* 

OXOXOXai'MHiCH»iOMOe»Ot^-1'X"tOOt''tl>*rCiiOOiOOO 

eaaaeeeeaee  aeaaaa 

Wheat. 

—lot  -let  -lot  -let  —lot  -let  -|ot  -let  -|  et  -|ct  -let  -|ct  —let  -let  -let  —let  -lot  -lot  -let  -let  -lot  -lot  -lot  -lot  -lot  -lot  -lot  -lot  -lot  -lot 

TflHTfH'^H01>ON^I^^NOOHGOrfOOH'vOCOGOCO'»t!COTf<COr'COOCCOO 
COCOCOCOCOCOCOCMCOCMCOCMCOCMCOCOCOCOrFCO^COCOCMCMCMCMCMCOCMCOCMCOCM 

33333333333  333333 

Beyond. 

Export. 

Corn. 

-let -lot  -lot -lot -lot -lot  -lot -let -lot -lot -lot -lot -lot -lot 

aiaJCOCOOlC^CIC'lHHHHODNtOiO'OtCOOCOCOCCCOCOCOiCiCiCiOiOiOiCiO 
r— 1  rH  i-H  r— 1  r— i  rH  rH  rH  rH  rH  rH  rH  rH  rH  rH  rH  rH  rH  CM  CM  CM  CM  rH  rH  — t  rH  r— 1  rH  rH  rH  rH  rH  rH  rH 

33  33333C533333333 

Wheat. 

—lot  -lot  -lot  -lot  -lot  —lot  -lot  -lot  -lot  -lot  -lot  -lot 

HHrHHCMCMCMCMCMCMCMCMCMCMLOLOiOiOOOCOCOCOCOCOCOUOiCtOiOiOLdOiO 
CICMC^MHHHHHHrlHriHHHHHNCMCMClHHHHHr-lHHHHHH 

eaeBBBeaaaaaee 

Domestic. 

Corn. 

-let  -|ct  -lot  -lot  -let  -let  -lot  -lot  -lot  -lot  -let  -let  —let  -let  -let  -lot  -lot  -lot  -let  -lot  -lot  -lot  —let  —lot  -lot  -lot 

cmcmcmcmcmcmt— ir-uoiOLOioo*oacocoeocoi>*i>i'^r^oao*ooia>o>o>osa>o>o*o* 

CMCMCMCMCMCMCMCMrHrHrHrHrHrHCMCMCMCMCMCMCMCMrHrHrHr-irHrHrHr-IrHrHrHrH 

Wheat. 

-lot  -let  -let  -|ot  -lot  -let  — |ot  -let  -let  -|ct  — |ct  -lot  -let  -lot  -lot  -lot  —let  -let  -lot  -let  -lot  -let  -let  -lot  -let  -lot  -let  -lot  -lot  -lot 

lClCl0l0lCl0HHHHHHHHl0lC»Cl0l^NDt^a50^C5C5C5CiOC5C50^C50i 
CMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMHHt—iHt— !r-ir— 

East  St.  Louis, 
Ill. 

Domestic  and 
export. 

Corn. 

CC^COCDOOCCO'OCOCOO^DO'^OOOt^OI^Ht^HL'XiOXuCHOHtDHt^ 
3  3  3  3  6HCHCHCriCHlSrl5HC  s  3  ^  3  r_H  3  ^  3 

Wheat. 

oseoaaoae^oaeeooacocoeocoeocoeoeoaecocyi  —  CTi'etiaeOKtiO'.  lO-^GO  —  Oa  —  !>■ 
B  B  B  B  e  —  e^B1- 's’- ,B’-lB'-lB'_<a  B  B'-,6'-lBrH8 

,  %  To  New  York,  N.  Y. 

Through. 

Export. 

Corn. 

-let -let  -lot -lot -|ct -|ct  — iot  —let  -lot  -lot  -lot  -lot  -lot  -lot 

^iCHOSOOOOOOO^H^^OOiCHiCKNON^O^OHOOCOO^H^HOCM 
CMCMCMrHCMrHCMrHrHrHCMrHCMrHCMCMCMC'lCOCMCOCOCMCMCMrHCMCMCMCMCMCMCMCM 

bbbbbbbbbb  bbbbbb 

Wheat. 

He*  — *lc*  r.!c*  He*  He*  He*  He*  He*  He*  -.let  —to*  He* 

ONOl'H  GO  —  CO  —  CClOCClOOOCCH  GO  —  «C5MMt^'NNX'#Oa>CO®H  CT>  C<> 
CONO0MC^HMH(NHWHfQHe^M(NiNMMCOO5MN!NHINNf)rSMN!NN 
BBBBBBBBBB  BBBBBB 

Domestic. 

Corn. 

-lot -let -lot -lot -let -|ct -lot -lot  -lot -lot  ’  -let  -let  -let  -lot  -lot  -lot  -lot  -let  -let  -lot  -let  —let  -let  -lot  -lot  —lot 

COCOOOOXCOt''iC'HCiCOC5NCOHl^HXiCCMr-DCMX’fiOCMiCCMOOCOCOCOOOTf 

CMCMCMCMCMCMCMCMCMrHC'JrHCMCMCOCMCOCMCOCOCOCOCMCMCMCMCMCMCMCMCMCMCMCM 
BBBBBBBBBB  BBBBBB 

Wheat. 

He*  He*  He*  He*  He*  He*  — |o*  He*  He*  He*  H®*  He*  -10*  He*  He*  He*  Ho*  He*  —tee  He*  He«Me*  He*  He* 

(M  Si  <N  Oi  HJ  Oi  OC1  lib  SC  iO  C^l  iO  <M  *C  CO  Ci  to  <N  OO  -*r  05  —  —  to  50  *M  eO  CJ  n  *C  —  •■£>  —  — 
C*5iMCBC^COCsIC^'MC')'MCCC^CO^COlMeCiCOCOC<OCOCClC<?C<|iMC^C<IC^IOC<IC<5C<IC<5C^ 
BBBBBBBBBB  BBBBBB 

Beyond. 

Export. 

Corn. 

-lot -lot  -let -|ct -let -let  —let  -lot  -lot  —let  —let  -lot  -lot  -lot 

aioicococ^MiNiNHHHHOMiOiOinioooMcococcMcouiiOiOLOioifliOio 
—  * — l  —  i — 1  —  —  —  —  —  —  —  i — 1* — !i — i  —  i — I  —  —  C't  C^l  Ct  * — 1  —  —  —  —  —  —  —  —  —  —  — 

BB  BBBBBBBBBBBBBB 

Wheat. 

-lot  -lot  -lot  -lot  -lot  -lot  —lot  -lot  -lot  —lot  -lot  —lot 

HHHHCMdCMCMCMCMCMCSClCMiCiOiOiCOOCOCOCOCOCCWiOiOiOiCimCiCiC 
C'lCMNCMHHHHHHHHHriHHHHNCMCMCMHHHHHHHHHHriH 

BBBBBBBBBBBBBB 

Domestic,  j 

Corn. 

-lot  -lot  -|ct  —let  -let  -lot  -lot  -lot  —lot  -let  -lot  -lot  —let  -lot  -lot  -let  -lot  -lot  -lot  -lot  -lot  -lot  -lot  —lot  -lot  —lot 

OOOOOOOi05COCOCCCCI’'NHHHHiOiOiOiOl,%I'*l>l'*t^t>*r'DI''l>*t't^ 
CMCMCMCMCMCMHHHHrlHHHCMCMCMCMCMCMCMCMHHrHt--IHHHHHHr-iH 

Wheat. 

-let  -lot  -|et  -lot  -|ot'-|ot  -let  -let  —lot  -lot  -lot  —lot  —lot  -lot  -lot  —lot  -let  -lot  -lot  -let  —lot  -lot  -lot  -lot 

cocococQcocoa>o^c&o>a>o>oo>cocococoiOiOtOim^i>i^i^r^r>-t^i>r'-i>r^r'- 

CMCMCMCMCMCMrHHHHHHHr-HCMCMCMCMCMC'JCMCMHH'"HHr- iHrHr- i  rH  rH  rH  rH 

East  St.  Louis, 
Ill. 

Domestic  and 
export. 

Corn. 

OO'vOX^X'OCOOOOcCOOO^OOOMO^H^HMlCiOXiCHOr-l^rH^ 

3  3  3  3  .3rH3r",3rH3r"‘3rH3rH3rH3  3  3rH3rH3rH3 

Wheat. 

Oi<OC5OOi0Oi?OOS^W<OCCOCOOWOiWO>'^OS^OiO>iCOiiC*fXTfO>^t>» 
3  3  3  3  3r_,3rH3rH3rH3T"H3rH3rH3  3  3  3  ^  3  3 

Date. 

Jan.  1,  1899 . 

Do . 

Feb.  1,  1899  . 

Do . 

Apr.  15,  1899 . 

Do . 

Apr.  18,  1899 . 

Do . 

June  26,  1899  . 

Do . 

July  21,  1899 . 

‘Do . 

Aug.  1,  1899  . 

Do . 

Sept.  18,  1899 . 

Do . 

Oct.  9,  1899 . 

Do . 

Nov.  1,  1899  . 

Do . 

Jan.  1,  1900 . 

Do . 

Mar.  5,  1900  . 

Do . 

Mar.  6,  1900  . 

Do . 

Apr.  2, 1900 . 

Do . 

Apr.  10,  1900 . 

Do . 

July  2,  1900 . 

Do . 

Aug.  11,  1900  . 

Do . 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


201 


mIc*  ..la -Ic—et —*—*—«*  ~1«  -*le*  He*  -*le*  He*  He*  He*  He*  He*  He*  He*  He*  He*  He*  He*  He*  He* 

®fJO>*OU5<NCliCl.OH05lOCi'*f,NM'OiMtCO?fflMfflMOlOO)NOHIMl' - llO®HlOHW03>HHiO®’t»Hl'H 

(NNMN<NNNNlNN^lMMMC^iNMN01C^^IINlN?lMINM04M'MMMCOlNlN<M01^NMNNC*5N!Nf4NMC^OI 

ts  e  a  a  a  c*©*c>'a>c>.o.o-a.a*c>o-o,o.a>.c,o.o  55  >©  ■©  >© 


c  -o 
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-|a  -la  Hot  -|a  -la  -la  -la  -la  -|a-|a-|a-|a  Ha  -|a  H«H«  -la  -la  -|a-|a  -|a  -|a-|a  -la  -la 

>WOiCt^(NOiCCOHOiOOHOO(N^^NCOOOCOt^COHOHOO(MiOHCOCC*vOH(N^^iOHOiOC'r-OOiOOiOOiO 

CMCMCOCMCMCMCOCICICMCOCMCOCMCMCMCMCMCMCMCMCMCMCMCOCMCOCMCOCMCOCMCOCMCOCMCMCNCMCMCOCMCOCMCOCICOCMCOCM 

d  CfC»CfO(0'C>'Cifo»Ci»OrCfC>lc>fOfC^OrC>  d  pc  -o  rO 


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-|a  Ha  Ha  -•let  Ha  -la  Ha  Ha  Ha  Ha  H«  He*  Ha  Ha  Ha  Ha  He*  -la  -la  -|a  -la  -|a  -|a  -|a  -|a  -|a  -|a  -|a  -la  -la  -|c*  -la  -|a  -|a  -|a 

O^COOO^CCaJCOCJCOaiCOCOCOCOMCO'NXC'JCOfNCOiOHNCOiOHHCO^COiOOiHaiCC^HONCOHOHN'NN 
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DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


209 


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DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


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222 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Through  published  proportional  rates  on  wheat  and  corn ,  for  export ,  from  Omaha ,  Nebr ., 
Kansas  City,  Mo.,  and  Sioux  City,  Iowa  ( when  originating  beyond),  to  Boston ,  Mass., 
New  York,  N.  Y.,  Philadelphia,  Pa.,  Baltimore,  Md.,  Newport  News  and  Norfolk, 
Va.,  January  1,  1899,  to  date. 


[Rates  in  cents  per  100  pounds.] 


To  Boston, 
Mass. 

To  New  York, 
N.  Y. 

Wheat. 

Corn. 

Wheat. 

Corn. 

From  Omaha,  Nebr.: 

Jan.  30, 1905  . 

184 

13 

24 
a  24 

(*) 

24 

(b) 

13 

24 
a  24 

(b) 
a  24 

(b) 

184 

13 
24 
a  24 

(b) 

24 

(&) 

13 

24 
a  24 

(b) 

«24 

(b) 

Feb.  7, 1905  . 

Apr.  1, 1905  . 

May  1, 1905 . 

June  15,  1905 . 

July  6,1905 . 

Sept.  1, 1905,  to  date . 

From  Kansas  City,  Mo.: 

Feb.  7, 1905  . 

25 

(*) 

25 

(b) 

Apr.  1, 1905  . 

May  1, 1905 . 

June  15,  1905 . 

July  6, 1905 . 

Sept.  1,  1905,  to  date . 

From  Sioux  City,  Iowa: 

Same  as  from  Kansas 
City,  Mo . 

a  25 
(*) 

a  25 
(b) 

To  Philadel¬ 
phia,  Pa. 

To  Baltimore, 
Md. 

Wheat. 

Corn. 

Wheat. 

Corn. 

17* 

12 

23 
a  23 

w 

23 

(&) 

12 

23 
a  23 

(*>) 
a  23 

(b) 

17 

lli 

22i 
a  22i 

(b) 

22i 

(b) 

lli 

22i 

a22i 

(b) 
a  22* 

(b) 

. 

24 

(*) 

23i 

(b) 

a  24 
(b) 

a  231 
(*) 

To  Newport 
.  News  and 
Norfolk,  Va. 


Wheat.  Corn. 


(*) 


17 

Hi 
22  £ 
a  22i 

(*) 

221 

(*) 


a  231 
(b) 


111 
221 
a  221 

(*>) 
a  221 

(b) 


DISTANCES. 


To 

Boston, 

Mass. 

To 

New  York, 
N.Y. 

To 

Philadel¬ 
phia,  Pa. 

To 

Baltimore, 

Md. 

To 

Newport 
News,  Va. 

To 

Norfolk, 

Va. 

From — 

Omaha,  Nebr . 

Kansas  Citv,  Mo . 

Sioux  City,'  Iowa . 

Miles. 

1,499 

1,448 

1,516 

Miles. 

1,405 

1,342 

1,422 

Miles. 

1,314 

1,251 

1,331 

Miles. 
1,295 
1, 211 
1,312 

Miles. 

1,372 

1,270 

1,463 

Miles. 

1,384 

1,282 

1,475 

a  Includes  charges  for  delivery  on  board  vessel,  except  that  on  June  1,  1905,  shipments  to  Boston 
for  export  include  charges  for  delivery  on  board  vessels  only  when  shipments  are  consigned  via 
B.  and  M.  R.  R. 

b  Through  published  rates  withdrawn. 

Chicago  Great  Western  Rwy,  I,  C,  C,  3018-Cor.  3026  and  3114 


i 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


223 


Item  No.  10. — Rates  on  classes  from-  Cincinnati,  Ohio,  to  southern  basin  a  points,  August 

1,  188S ,  to  date. 

[Rates  in  cents  per  100  pounds.] 


TO  ALBANY,  GA. 


[Distance  from  Cincinnati,  Ohio,  to  Albany,  Ga.,  702  miles.] 


Date. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.a 

Aug.  1,  1888 . 

162 

141 

124 

105 

85 

68 

50 

42 

35 

31 

57 

86 

62 

Sept.  17, 1889  . 

154 

132 

117 

98 

80 

68 

50 

42 

35 

31 

57 

86 

62 

Oct.  16,  1889  . 

162 

141 

124 

105 

85 

68 

50 

42 

35 

31 

57 

86 

62 

Dec.  16.  1889 . 

160 

140 

123 

105 

85 

68 

50 

42 

35 

31 

57 

86 

62 

Apr.  16,  1890  . 

120 

110 

96 

82 

67 

55 

40 

42 

35 

31 

56 

61 

62 

Jan.  16,  1892  . 

120 

110 

96 

82 

67 

55 

40 

40 

31 

27 

56 

61 

54 

Sept.  5,  1892  . 

120 

110 

96 

82 

67 

55 

40 

43 

34 

30 

56 

61 

60 

Sept.  16, 1892 . 

120 

110 

96 

82 

67 

55 

40 

40 

31 

27 

56 

61 

54 

July  1,  1893 . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

28 

60 

65 

56 

Mar.  6,  1894 . 

127 

109 

96 

81 

67 

55 

37 

41 

25 

21 

60 

65 

42 

Mar.  13,  1894 . 

127 

109 

96 

81 

67 

55 

37 

41 

22 

18 

60 

65 

36 

Apr.  2,  1894  . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

28 

60 

65 

56 

June  9,  1894 . 

58 

49 

43 

\  3/ 

31 

25 

25 

41 

32 

28 

60 

65 

56 

Aug.  1,  1894 . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

28 

60 

65 

56 

May  7,  1895  . 

127 

109 

96 

81 

67 

55 

37 

36 

32 

28 

60 

65 

56 

May  24,  1895 . 

127 

109 

96 

81 

67 

55 

37 

36 

27 

23 

60 

65 

46 

June  12,  1895 . 

127 

109 

96 

81 

67 

55 

37 

41 

27 

23 

60 

65 

46 

Sept,  16,  1895 . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

28 

60 

65 

56 

Feb.  2,  1897  . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

23 

60 

65 

56 

Mar.  1,  1897 . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

28 

60 

65 

56 

Oct.  6,  1899  . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

28 

60 

65 

56 

Nov.  1,  1899 . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

28 

60 

65 

56 

Feb.  28.  1900  . 

127 

109 

96 

81 

67 

55 

37 

41 

29 

25 

60 

65 

56 

Apr.  18,  1900  . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

28 

60 

65 

56 

Mar.  1,  1901 . 

127 

109 

96 

81 

67 

55 

37 

31 

32 

28 

60 

65 

56 

Apr.  22,  1901  . 

127 

109 

96 

81 

67 

55 

37 

41 

32 

28 

60 

65 

56 

Feb.  1,  1905 . 

123 

107 

96 

78 

65 

52 

37 

39 

32 

28 

60 

57 

56 

Apr.  29, 1905  . 

123 

107 

96 

78 

65 

52 

37 

39 

32 

28 

60 

55 

56 

TO  ATLANTA,  GA. 

[Distance  from  Cincinnati,  Ohio,  to  Atlanta,  Ga.,  492  miles.] 


Aug.  1.  1888 . 

107 

92 

81 

68 

56 

46 

28 

36 

31 

27 

48 

53 

5 

Sept.  17,  1889 . 

101 

84 

75 

61 

51 

46 

28 

36 

31 

27 

45 

53 

5 

Oct.  16,  1889 . 

107 

92 

81 

68 

56 

46 

28 

36 

31 

27 

48 

53 

5 

Sept.  1,  1891 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

Sept.  5,  1892 . 

107 

92 

81 

68 

56 

46 

28 

38 

31 

27 

48 

53 

5 

Sept.  16,  1892 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

Mar.  6,  1894 . 

107 

92 

81 

68 

56 

46 

28 

35 

21 

17 

48 

53 

3 

Mar.  13,  1894 . 

107 

92 

81 

68 

56 

46 

28 

35 

18 

14 

48 

53 

2 

Apr.  2,  1894 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

June  9,  1894 . 

38 

32 

28 

24 

20 

16 

16 

35 

28 

24 

48 

53 

4 

Aug.  1,  1894 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

May  7. 1895  . 

107 

92 

81 

68 

56 

46 

28 

30 

28 

24 

48 

53 

4 

May  24,  1895  . 

107 

92 

81 

68 

56 

46 

28 

30 

23 

19 

48 

53 

3 

June  12, 1895 . 

107 

92 

81 

68 

56 

46 

28 

35 

23 

19 

48 

53 

3 

Sept.  16, 1895 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

Sept.  16,  1896 . 

81 

77 

59 

45 

37 

35 

23 

34 

28 

24 

41 

46 

4 

No'v.  1,  1896 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

Feb.  2,  1897  . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

19 

48 

53 

4 

Mar.  1,  1897 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

Oct.  6,  1899 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

Nov.  1,  1899 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

Feb.  28,  1900  . 

107 

92 

81 

68 

56 

46 

28 

35 

25 

21 

48 

53 

4 

Apr.  18,  1900 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

Mar.  1,  1901 . 

107 

92 

81 

68 

56 

46 

28 

25 

28 

24 

48 

53 

4 

Apr.  22,  1901  . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

4 

Feb.  1,  1905 . 

98 

87 

78 

63 

52 

41 

28 

33 

26 

22 

48 

45 

4 

Apr.  29,  1905 . 

98 

87 

78 

63 

52 

41 

28 

33 

26 

22 

48 

48 

4 

a  Per  barrel. 


DIGEST  OP  HEARINGS  ON  RAILWAY  RATES 


224 


Item  No.  10. — Rates  on  classes  from  Cincinnati ,  Ohio ,  to  southern  basing  points ,  August 

1,  1888 ,  to  date — Continued. 

TO  AUGUSTA,  GA. 


[Distance  from  Cincinnati,  Ohio,  to  Augusta,  Ga.,  663  miles.] 


.Date. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.n 

Aug.  1, 1888 . 

107 

92 

81 

68 

56 

46 

28 

38 

33 

29 

50 

55 

58 

Sept.  17, 1889 . 

101 

84 

75 

61 

51 

46 

28 

38 

33 

29 

50 

55 

58 

Oct.  16, 1889 . 

107 

92 

81 

68 

56 

46 

28 

38 

33 

29 

47 

55 

58 

Sept,  1. 1891 . 

107 

92 

81 

68 

56 

46 

28 

38 

31 

27 

47 

55 

54 

Oct,  18,1891 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

47 

55 

52 

Sept,  5, 1892 . 

107 

92 

81 

68 

56 

46 

28 

40 

33 

29 

47 

55 

58 

Sept.  16, 1892 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

47 

55 

52 

Mar.  6.  1894 . 

107 

92 

81 

68 

56 

46 

28 

37 

23 

19 

47 

55 

38 

Mar.  28,  1894 . 

107 

92 

81 

68 

56 

46 

28 

37 

20 

16 

47 

55 

32 

Apr.  2,  1894  . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

47 

55 

52 

June  9, 1894 . 

38 

32 

28 

24 

20 

16 

16 

37 

30 

26 

47 

55 

52 

Aug.  1,  1894 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

47 

55 

52 

May  7,  1895 . 

107 

92 

81 

68 

56 

46 

28 

32 

30 

26 

47 

55 

52 

May  24,  1895 . 

107 

92 

81 

68 

56 

46 

28 

32 

25 

21 

47 

55 

42 

June  12, 1895 . 

107 

92 

81 

68 

56 

46 

28 

37 

25 

21 

47 

55 

42 

Sept.  16,1895 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Feb.  2,  1897 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

21 

50 

55 

52 

Mar.  1,  1897 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Oct,  6, 1899 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Nov.  1,  1899 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

23 

50 

55 

52 

Feb.  28,  1900  . 

107 

92 

81 

68 

56 

46 

28 

37 

27 

23 

50 

55 

46 

Apr.  18,  1900 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Mar.  1,  1901 . 

107 

92 

81 

68 

56 

46 

28 

27 

30 

26 

50 

55 

52 

Apr.  22,  1901  . 

107 

92 

81 

68 

66 

46 

28 

37 

30 

26 

50 

55 

52 

Feb.  1, 1905  . 

103 

90 

81 

65 

54 

43 

28 

35 

28 

24 

50 

47 

48 

Apr.  29, 1905  . 

103 

90 

81 

65 

54 

43 

28 

35 

28 

24 

50 

50 

48 

TO  COLUMBUS,  GA. 

[Distance  from  Cincinnati,  Ohio,  to  Columbus,  Ga..,  618  miles.] 


Aug.  1,  1888 . 

117 

102 

91 

76 

63 

52 

32 

40 

35 

31 

54 

59 

62 

Nov.  16,  1888 . 

117 

102 

91 

76 

63 

52 

32 

38 

33 

29 

54 

59 

58 

Jan.  16,  1889  . 

107 

92 

81 

68 

56 

46 

28 

38 

33 

29 

59 

55 

58 

Feb.  1,  1889 . 

117 

102 

91 

76 

63 

52 

32 

40 

35 

31 

54 

59 

62 

Mar.  1,  1889 . 

107 

92 

81 

68 

56 

46 

28 

38 

33 

29 

59 

55 

58 

May  16,  1889  . 

117 

102 

91 

76 

63 

52 

32 

40 

35 

31 

54 

59 

62 

Sept.  17, 1889 . 

111 

94 

85 

69 

58 

52 

32 

40 

35 

31 

51 

59 

62 

Oct.  16,  1889  . 

117 

102 

91 

76 

63 

52 

32 

40 

35 

31 

54 

59 

62 

Sept.  1,1891 . 

117 

102 

91 

76 

63 

52 

32 

38 

31 

27 

54 

59 

54 

Aug.  1,  1892 . 

117 

102 

91 

76 

63 

52 

32 

38 

29 

25 

54 

59 

50 

Aug.  16,  1892 . 

117 

102 

91 

76 

63 

52 

32 

38 

31 

27 

54 

59 

54 

Sept,  5,1892 . 

117 

102 

91 

76 

63 

52 

32 

41 

34 

30 

54 

59 

60 

Sept.  16, 1892 . 

117 

102 

91 

76 

63 

52 

32 

38 

31 

27 

54 

59 

54 

Oct,  18,  1893  . 

117 

102 

91 

76 

63 

52 

32 

39 

30 

26 

54 

59 

52 

Dec.  1,  1893  . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

56 

Feb.  16,  1894 . 

117 

102 

91 

76 

63 

52 

/  32 

39 

30 

26 

54 

59 

52 

Mar.  6,  1894 . 

117 

102 

91 

76 

63 

52 

32 

39 

25 

21 

54 

59 

42 

Mar.  13,  1894 . 

117 

102 

91 

76 

63 

52 

32 

39 

22 

18 

54 

59 

36 

Apr.  2,  1894 . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

56 

June  9,  1894 . 

48 

42 

38 

32 

27 

22 

20 

39 

32 

28 

54 

59 

56 

Aug.  1,  1894 . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

56 

May  7,  1895  . 

117 

102 

91 

76 

63 

52 

32 

34 

32 

28 

54 

59 

56 

May  24,  1895  . 

117 

102 

91 

76 

63 

52 

32 

34 

27 

23 

54 

59 

46 

June  12, 1895 . 

117 

102 

91 

76 

63 

52 

32 

39 

27 

23 

54 

59 

46 

Sept.  16, 1895 . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

56 

Sept.  16, 1896 . 

99 

94 

73 

56 

46 

43 

28 

39 

32 

28 

50 

58 

56 

Oct,  16,  1896  . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

56 

Feb.  2,  1897 . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

23 

54 

59 

56 

Mar.  1,  1897 . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

,56 

Oct.  6,  1899  . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

56 

Nov.  1,  1899 . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

56 

Feb.  28,  1900 . 

117 

102 

91 

76 

63 

52 

32 

39 

29 

25 

54 

59 

50 

Apr.  18,  1900 . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

56 

Mar.  1,  1901 . 

117 

102 

91 

76 

63 

52 

32 

29 

32 

28 

54 

59 

56 

Apr.  22,  3901 . 

117 

102 

91 

76 

63 

52 

32 

39 

32 

28 

54 

59 

56 

Feb.  1.  1905 . 

113 

100 

91 

73 

61 

49 

32 

37 

30 

26 

54 

51 

52 

Apr.  29,  1905 . 

113 

100 

91 

73 

61 

49 

32 

37 

30 

26 

54 

54 

52 

a  Per  barrel. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


225 


Item  No.  10. — Rates  on  classes  from  Cincinnati,  Ohio ,  to  southern  basing  points,  August 

1,  1888,  to  date — Continued. 

TO  MACON,  GA. 


[Distance  from  Cincinnati,  Ohio,  to  Macon,  Ga.,  579  miles.] 


Date. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.« 

Aug.  1,  1888 . 

107 

92 

81 

68 

56 

46 

28 

38 

33 

29 

50 

55 

58 

Sept.  17,  1889 . 

101 

84 

75 

61 

51 

46 

28 

38 

33 

29 

47 

55 

58 

Oct.  16,  1889 . 

107 

92 

81 

68 

56 

46 

23 

38 

33 

29 

50 

55 

58 

Sept.  1,  1891 . 

107 

92 

81 

68 

56 

46 

28 

36 

29 

25 

50 

55 

5C 

Sept.  5. 1892 . 

107 

92 

81 

68 

56 

46 

28 

40 

33 

29 

50 

55 

58 

Sept.  16, 1892 . 

107 

92 

81 

68 

56 

46 

28 

36 

29 

25 

50 

55 

50 

June  1, 1893 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Mar.  6,  1894 . 

107 

92 

81 

68 

56 

46 

28 

37 

23 

19 

50 

55 

38 

Mar.  13,  1894 . 

107 

92 

81 

68 

56 

46 

28 

37 

20 

16 

50 

55 

32 

Apr.  2. 1894 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

June  9, 1894 . 

38 

32 

28 

24 

20 

16 

16 

37 

30 

26 

50 

55 

52 

Aug.  1,  1894 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

May  7,  1895  . 

107 

92 

81 

68 

56 

46 

28 

32 

30 

26 

50 

55 

52 

May  24,  1895  . 

107 

92 

81 

68 

56 

46 

28 

32 

25 

21 

50 

55 

42 

June  12, 1895 . 

107 

92 

81 

68 

56 

46 

28 

37 

25 

21 

50 

55 

42 

Sept.  16, 1895 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Sept.  16, 1896 . 

91 

85 

67 

51 

42 

40 

25 

37 

30 

26 

46 

52 

52 

Nov.  1,  1896 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Feb.  2,  1897 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

21 

50 

55 

52 

Mar.  1,  1897 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Oct.  6, 1899 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Nov.  1,  1899 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Feb.  28,  1900 . 

107 

92 

81 

68 

56 

46 

28 

37 

27 

23 

50 

55 

46 

Apr.  18,  1900 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

55 

52 

Mar.  1. 1901 . 

107 

92 

81 

68 

56 

46 

28 

27 

30 

26 

50 

55 

52 

Apr.  22,  1901 . 

107 

92 

81 

68 

56 

46 

28 

37 

30 

26 

50 

44 

52 

Feb.  1.  1905 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

50 

47 

48 

Apr.  29,  1905 . 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

50 

50 

48 

TO  CHARLESTON,  S.  C.,  SAVANNAH,  GA.,  AND  JACKSONVILLE,  FLA. 

[Distance  from  Cincinnati,  Ohio,  to  Charleston,  S.  C.,  781  miles;  to  Savannah,  Ga.,  757  miles;  to 

Jacksonville,  Fla.,  841  miles.] 


Aug.  1,  1888 . 

Feb.  1,  1889 . 

June  16, 1889 . 

July  1,  1889  . 

Jan.  1,  1890  . 

Sept.  1,  1891 . 

Sept.  5,  1892  . 

Sept.  16, 1892 . 

Mar.  6,  1894 . 

Apr.  2,  1894 . 

June  27, 1894 . 

July  16,  1894 . 

Aug.  1,  1894 . 

May  7,  1895 . 

June  12, 1895 . 

Jan.  1,  1896  . 

Sept.  1, 1896 . 

Feb.  2,  1897 . 

Mar.  1,  1897 . 

Oct.  6,  1899  . 

Nov.  1,  1899 . 

Feb.  28,  1900 . 

Apr.  18,  1900 . 

Mar.  1,  1901 . 

Apr.  22,  1901 . 

May  27,  1902  . 

Dec.  10, 1902,  to  date. 


95 

80 

75 

70 

58 

46 

35 

32 

24 

20 

40 

40 

40 

95 

80 

75 

70 

58 

46 

35 

35 

30 

26 

40 

40 

52 

95 

80 

75 

70 

58 

46 

35 

38 

33 

29 

40 

40 

58 

95 

80 

75 

70 

58 

46 

35 

35 

30 

26 

40 

40 

52 

95 

80 

75 

70 

58 

46 

35 

35 

32 

28 

40 

40 

56 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

38 

30 

26 

40 

40 

52 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

22 

18 

40 

40 

36 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

38 

32 

28 

25 

20 

16 

16 

35 

27 

23 

40 

40 

46 

&  95 

b  80 

b  75 

*>70 

*>58 

*>46 

*>35 

*>35 

*>27 

*>23 

*>40 

*>40 

*>46 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

30 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

24 

20 

40 

40 

40 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

27 

18 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

24 

20 

40 

40 

40 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

25 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

95 

80 

75 

70 

58 

46 

35 

35 

19i 

m 

40 

40 

39 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

a  Per  barrel. 

*>  Applies  to  Jacksonville  only. 


S.  Doe.  244,  59-1 - 15 


226 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Item  No.  11. — Differentials  above  and  below  Cincinnati ,  Ohio,  from  the  following  points 

applying  on  traffic  destined  to  southern  basing  points. 

[Rates  in  cents  per  100  pounds.] 

DIFFERENTIALS  ABOVE  CINCINNATI,  OHIO. 


From — 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.a 

Chicago,  Ill.: 

June  1,  1896,  to  Feb.  1,  1905 . 

40 

34 

25 

17 

15 

12 

12 

11 

7 

7 

13 

15 

14 

Feb.  1,  1905,  to  Apr.  29,  1905 . 

40 

34 

25 

17 

15 

12 

12 

12 

10 

10 

13 

12 

20 

Apr.  29, 1905,  to  May  16,  1905 . 

40 

34 

25 

17 

15 

12 

12 

12 

10 

10 

13 

15 

20 

May  16,  1905,  to  date . 

35 

30 

22 

15 

13 

10 

12 

12 

10 

10 

13 

15 

20 

St.  Louis,  Mo.,  and  East  St.  Louis,  Ill.: 

Aug.  1,  1888,  to  Feb.  1,  1905 . 

28 

23 

20 

14 

12 

10 

7 

8 

7 

5 

8 

10 

14 

Feb.  1,  1905,  to  date . 

23 

19 

17 

12 

10 

8 

7 

8 

7 

5 

8 

10 

14 

DIFFERENTIALS  BELOW  CINCINNATI,  OHIO. 


Memphis,  Tenn.: 

Aug.  1,  1888,  to  date . 

4 

4 

4 

4 

4 

4 

4 

4 

4 

4 

4 

4 

8 

a  Per  barrel. 


Chicago  and  Ohio  River  Traffic  Association,  I.  C.  C.  11,  134,  117,  127;  Louisville  and  Nashville  R.  R., 
southeastern  tariffs. 


Item  No.  12. — Rates  on  the  following  commodities,  C.  L.,from  Missouri  River  points  to 

north  Pacific  coast  points;  also  distances. 

[Rates  in  cents  per  100  pounds.] 

TO  TACOMA  AND  SEATTLE,  WASH.,  PORTLAND,  OREG.,  SAN  FRANCISCO  AND  LOS 

ANGELES,  CAL. 


From — 

Apples. 

Poultry, 

dressed. 

Eggs. 

Butter. 

Packing¬ 

house 

products. 

Soap. 

Househo 

C.L. 

Id  goods 

I.C.  L. 

Omaha,  Nebr . 

Kansas  City,  Mo . 

St.  Joseph,  Mo . 

Atchison,  Kans . 

Leavenworth,  Kans . 

130 

200 

200 

200 

160 

75 

a  200 

a  100 

TO  VANCOUVER,  WASH. 


Omaha,  Nebr . 

Kansas  City,  Mo . 

St.  Joseph,  Mo . 

200 

200 

200 

200 

160 

75 

a  200 

a  100 

Atchison,  Kans . 

Leavenworth,  Kans . 

% 

DISTANCES. 


From— 

To  Ta¬ 
coma. 

To  Se¬ 
attle. 

To  Port¬ 
land. 

To  Van- 
cover. 

To  San 
Fran¬ 
cisco. 

To  Los 
Angeles. 

Omaha,  Nebr . 

Kansas  City,  Mo . . 

St.  Joseph,  Mo . 

Atchison,  Kans . 

Leavenworth,  Kans . 

Miles. 
1,872 
2, 014 
1,987 
1,966 
1,945 

Miles. 
1,913 
2,055 
2, 028 
2, 007 
•1, 986 

Miles. 
1,799 
1,909 
1, 973 
1,952 
1,931 

Miles. 
1,860 
2,068 
2, 042 
2,021 
2,000 

Miles. 
1,835 
2,035 
2,009 
1,988 
2, 014 

Miles. 
1,955 
1,807 
1, 832 
1,790 
1,811 

a  Released  to  valuation  $5  per  100  pounds  in  cases  of  loss  or  damage. 
Transcontinental  Freight  Bureau,  I.  C.  C.  376  and  375. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


227 


Rates  on  the  following  commodities ,  C.  L.,  from  Missouri  River  points  to  southern  points 

named,  based  on  East  St.  Louis,  III. 

[Rates  in  cents  per  100  pounds.] 


To  Wilmington,  N.  C. 


To  Charleston,  S.  C.,  and  Savannah, 
Ga. 


From — 

Apples. 

Poultry,  dressed. 

Eggs  and  butter. 

a 

Wheat. 

Corn. 

Apples. 

Poultry,  dressed. 

Eggs  and  butter. 

>. 

cS 

W 

Wheat. 

Corn. 

Omaha,  Nebr . 

Kansas  City,  Mo . 

32 

50 

^631-67 

43 

•h|« 

CO 

CO 

rH|« 

CO 

59 

90 

«133!-152! 

43 

33! 

32! 

St.  Joseph,  Mo . 

Atchison,  Kans . 

Leavenworth,  Kans . 

32 

50 

67 

661-63! 

43 

32| 

59 

90 

al33 1-152! 

&40!-43 

He* 

CO 

CO 

32! 

To  Brunswick,  Ga.,  and  Jacksonville, 
Fla. 

To  Pensacola,  Fla. 

From — 

Apples. 

Poultry,  dressed. 

Eggs  and  butter. 

Hay. 

Wheat. 

Corn. 

Apples. 

Poultry,  dressed. 

Eggs  and  butter. 

Hay. 

Wheat. 

Corn. 

Omaha,  Nebr . 

Kansas  City,  Mo . 

59 

90 

al33!-152! 

43 

33! 

32! 

61 

82 

117! 

37 

26! 

23! 

St.  Joseph,  Mo . 

Atchison,  Kans . 

Leavenworth,  Kans . 

•59 

90 

«133!-152! 

640!- 43 

33! 

32! 

61 

82 

117! 

634!-37 

26! 

23! 

From — 

• 

To  Mobile,  Ala. 

To  New  Orleans,  La. 

Apples. 

Poultry,  dressed. 

Eggs  and  butter. 

Hay. 

Packing  -  house 
products. 

1 

Apples. 

Poultry,  dressed. 

Eggs. 

Butter. 

Hay. 

Packing  -  house 
products. 

Omaha,  Nebr . 

37 

58 

107 

30 

42 

37 

58 

87 

107 

30 

42 

Kansas  City,  Mo . 

St.  Joseph,  Mo . 

Atchison,  Kans . 

•  35 

52 

95' 

623!-29 

37 

35 

52 

85 

95 

623! -29 

37 

Leavenworth,  Kans . 

From — 

To  Galveston,  Tex. 

To  Port  Arthur  and  Corpus  Christi, 
Tex. 

Apples. 

Poultry,  dressed. 

03 

bJD 

fcUD 

w 

Butter. 

c3 

a 

Packing  -  house 
products. 

1 

Apples. 

Poultry,  dressed. 

Eggs. 

Butter. 

Hay. 

Packing  -  house 
products. 

Omaha,  Nebr . 

62 

113 

113 

133 

39! 

6G 

62 

113 

113 

133 

c34!-39! 

66 

Kansas  City,  Mo . 

St.  Joseph,  Mo . 

Atchison,  Kan's . 

•58 

104 

75 

121 

35 

60 

58 

104 

75 

121 

C40-35 

60 

Leavenworth ,  Kans . 

a  Applies  on  eggs.  6  When  originating  beyond  Kansas  City,  Mo. 

c  Applies  to  Corpus  Christi,  Tex. 


228 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Hates  on  the  following  commodities ,  C.  L. ,  from  Missouri  River  points  to  southern  points 

named ,  based  on  East  St.  Louis ,  III. — Continued. 

DISTANCES. 


From — 

To  Wil¬ 
mington. 

To  Charles¬ 
ton. 

To  Savan¬ 
nah. 

To  Bruns¬ 
wick. 

To  Jack¬ 
sonville. 

Omaha,  Nebr . 

Miles. 
1,416 
1,280 
1,341 
1, 327 
1,  306 

Miles. 
1,333 
1,197 
1, 258 
1,244 
1,223 

Miles. 
1,318 
1,182 
1,243 
1,229 
1, 208 

Miles. 

1,298 

1,162 

1,223 

1,215 

1,195 

Miles. 

1,388 

1,221 

1,282 

1,268 

1,247 

Kansas  City,  Mo . 

St.  Joseph,  Mo . 

Atchison,  Kans . 

Leavenworth,  Kans . 

From — 

To  Pen¬ 
sacola. 

To  Mo¬ 
bile. 

To  New 
Orleans. 

To  Gal¬ 
veston. 

To  Port 
Arthur. 

To  Corpus 
Christi. 

Omaha,  Nebr . 

Miles. 

1,165 

994 

Miles. 

1,060 

868 

Miles. 

1,080 

880 

Miles. 

1,005 

Miles. 

986 

Miles. 

1,320 

1,120 

1,181 

Kansas  Citv,  Mo . 

'805 

786 

St.  Joseph,  Mo . 

1,055 

1,041 

1,020 

936 

949 

873 

854 

Atchison,  Kans . 

915 

927 

852 

833 

1,168 

1,146 

Leavenworth,  Kans . 

894 

906 

831 

812 

Tariffs:  W.  T.  L..  I.  C.  C.  636;  Mo.  Pac.  Rwy.,  I.  C.  C.  6031,  5610,  6032;  Southern  Rwv.,  I.  C.  C.  9194; 
L.  and  N.  R.  R.,  I.  C.  C.  A-7486:  Southern  Freight  Association,  I.  C.  C.,  245;  South  Western  Tariff 
Committee,  I.  C.  C.  411,  405,  408,  417. 


Rates  on  the  following  commodities ,  C.  I.,  from  Missouri  River  points  to  eastern  cities, 

based  on  East  St.  Louis,  III. 

[Rates  in  cents  per  100  pounds.] 


From — 

To  Montreal,  Quebec. 

To  Halifax, 

Nova  Scotia. 

Poultry,  live. 

Poultry,  dressed. 

t/" 

be 

be 

ft 

Butter. 

_ 

Hay. 

Apples. 

Poultry,  live. 

Poultry, dressed. 

03 

be 

be 

ft 

Butter. 

Hay. 

Apples. 

Omaha,  Nebr . 

121 

120 

110 

110 

55* 

62* 

138| 

140 

128 

128  j  69g 

76* 

Kansas  City,  Mo . 

St.  Joseph,  Mo . 

Atchison,  Kans . 

•  121 

120 

110 

110 

«53-55*  i 

62* 

00 

CO 

t-H 

140 

128 

128  a67-69* 

76* 

Leavenworth,  Kans . 

From- 


Omaha,  Nebr . 

Kansas  City,  Mo  ... 

St.  Joseph,  Mo . 

Atchison,  Kans  .... 
Leavenworth,  Kans 


<v 

> 


Sh 

•—* 

3 

O 

ft 


121 

121 


To  Portland,  Oreg. 


'O 

03 

w 

m 

03 

<h 

•o 

Sh 

"3 

o 

Oh 


127 

127 


US 

be 

be 

ft 


116 


116 


(H 

o> 

■Hi 

3 

00 


116 


116 


A 

w 


03 

03 

ft 

ft 


53  60 


0501-63  60 


o> 

> 


tH 

3 

O 

ft 


121 

121 


To  Boston,  Mass. 


rd 

03 

03 

03 

03 

-- 

•O 

(H 

-*H> 

3 

o 

ft 


127 


127 


03 

be 

bo 

ft 


116 


116 


03 

3 

00 


116 


116 


>> 

A 

a 


53 


a50*-53 


03 

03 

ft 

ft 

< 


60 


60 


a  When  originating  beyond. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


229 


Rates  on  the  following  commodities,  C.  L.,  from  Missouri  River  points  to  eastern  cities , 

based  on  East  St.  Louis,  III. — Continued. 


From — 


Omaha,  Nebr . 

Kansas  City,  Mo  . . . 

St.  Joseph,  Mo . 

Atchison,  Kans  .... 
Leavenworth,  Kans 


To  New  York,  N.  Y. 


© 


>> 


O 

Ph 


115 

115 


'd 

a> 

OQ 

GG 

<d 

'd 

b 

-4-* 

r—t 

P 

O 

ft 


120 

120 


m 

be 

be 

ft 


110 

110 


© 

•+H 

ft 


110 


110 


>» 

e3 

w 


50 


«47i-50 


w 

© 

'H, 

p. 

<! 


57 

57 


To  Philadelphia,  Pa. 


© 


Sh 


E3 

O 

Pi 


113 

113 


'O 

© 

CO 

CO 

© 

'C 

£ 
tH 
p— I 
2 
o 
ft 


118 

118 


co 

be 

be 

ft 


108 

108 


sh 

© 

■u 

s 

ft 


108 

108 


f>> 

aj 

EU 


48 

<*451-48 


CO 

© 

Oh 

ft 


55 

55 


To  Baltimore,  Md. 

o5 

> 

r-H 

>> 

J-H 

3 

a> 

OQ 

<D 

Sh 

Sh 

+H 

3 

DO 

tuo 

Sh 

a> 

4-> 

W 

<X> 

% 

o 

o 

be 

3 

<£ 

ft 

ft 

ft 

ft 

ft 

w 

c 

112 

117 

107 

107 

47 

54 

•  112 

117 

107 

107 

a44|-47 

54 

From — 


Omaha,  Nebr . 

Kansas  City,  Mo 

St.  Joseph,  Mo . 

Atchison,  Kans . 

Leavenworth,  Kans 


To  Norfolk  and  Newport  News,  Va. 


© 

>• 


U 

r—{ 

P 

o 

Ph 


112 


112 


'd 

CD 

XJl 

Gfc 

d 

Sh 

*3 

>* 


o 

Oh 


117 


117 


GO 

Sh 

O) 

-*-n 

be 

3 

o3 

ft 

m 

w 

107 

107 

47 

107 

107 

«44i-47 

w 

<D 

r— l 

ft 

ft 


54 


54 


DISTANCES. 


From — 

To  Mon¬ 
treal. 

To  Hali¬ 
fax. 

To  Port¬ 
land. 

To  Bos¬ 
ton. 

To  New 
York. 

Omaha,  Neb . 

Miles. 

1,334 

1,277 

1,338 

1,305 

1,303 

Miles. 

2,090 

2,033 

2,094 

2,061 

2,095 

Miles. 

1,581 

1,530 

1,591 

1,558 

1,556 

Miles. 

1,499 

1,448 

1,507 

1,476 

1,474 

Miles. 
1,405 
1, 342 
1,403 
1,395 
1,368 

Kansas  City,  Mo . 

St.  Joseph,  Mo . 

Atchison,  Kans . 

Leavenworth,  Kans . 

From — 

To  Phila¬ 
delphia. 

To  Balti¬ 
more. 

To  New¬ 
port  News. 

To  Nor¬ 
folk. 

Omaha,  Nebr . 

Miles. 

1,314 

1,251 

1,312 

1,304 

1,277 

Miles. 

1,295 

1,211 

1,272 

1,264 

1,237 

Miles. 

1,373 

1,270 

1,331 

1,323 

1,296 

Miles. 

1,384 

1,282 

1,343 

1,235 

1,308 

Kansas  City,  Mo . 

St.  Joseph,  Mo . 

Atchison,  Kans . 

Leavenworth,  Kans . 

a  When  originating  beyond. 

Tariffs:  W.  T.  L.,  I.  C.  C.  636;  Mo.  Pac.  Rwy.,  I.  C.  C.  6031,  5610;  B.  and  O.  S.  W.  R.  R..  4181;  T.,  St.  L. 
and  W.  R.  R.,  I.  C.  C.  310. 


230 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Item  No.  13. — Rates  on  classes  and  commodities  from  and  to  the  points  named. 

[Rates  in  cents  per  100  pounds.] 

FROM  LOUISVILLE,  KY. 


[Tariffs:  Trans-Continental  Freight  Bureau,  I.  C.  C.  375  and  376;  Southwestern  Tariff  Committee,  I.  C.  C. 
405  and  417;  Louisville  and  Nashville  R.  R.,  I.  C.  C.  A-7153  and  7486;  Baltimore  and  Ohio  Southwestern 
R.  R.,  I.  C.  C.  3188  and  4181;  Kanawha  Dispatch,  I.  C.  C.  687  EB.] 


5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.a 

32i 

27 

444 

37 

33 

27 

30 

25 

28 

23 

27 

22 

23 

18y 

32 

25 

00 

24 

21 

20 

36 

32 

40 

58 

46 

35 

35 

27 

23 

40 

40 

46 

44 

39 

28 

27 

27 

22 

31 

61 

49 

40 

35 

25 

25 

25 

20 

28 

57 

45 

78 

83 

73 

61 

49 

41 

165 

160 

125 

100 

100 

90 

Dis¬ 

tances. 


Miles. 

939 

(0 
1,104 
1,040 
867 
776 
703 
719 
731 
776 
736 
762 
749 
•826 
653 
670 
778 
1,035 
956 
1,241 
2,358 
2,522 
2,569 
2,528 
2, 486 
2, 494 


To — 

1. 

2. 

3. 

4. 

Montreal,  Quebec  b . 

81 

70 

54 

38 

Halifax,  Nova  Scotia  b. . . 
Portland,  Me.  b . 

101 

88 

71 

70 

55 

52 

Boston,  Mass,  b . 

}  82 

39 

New  York,  N.  Y.  b . 

Philadelphia,  Pa.  b . 

75 

73 

65 

63 

50 

48 

35 

33 

Baltimore,  Md.  b . 

72 

62 

47 

32 

Newport  News,  Va.  b . 

Norfolk,  Va.  b . 

}  62 

53i 

40i 

27i 

Wilmington,  N.  C.d . 

82 

68 

53 

41 

Charleston,  S.  C.d . 

Savannah,  Ga.  d . 

•  95 

80 

75 

70 

Brunswick,  Ga.  d . 

Jacksonville,  Fla.  d . 

Pensacola,  Fla.  d . 

98 

•  90 

83 

75 

73 

65 

54 

50 

Mobile,  Ala.  d . 

New  Orleans,  La.d . 

Galveston.  Tex.  e . 

Port  Arthur,  Tex.  e . 

■  148 

130 

110 

101 

Corpus  Christi,  Tex.  e _ 

Los  Angeles,  Cal.  e . 

San  Francisco,  Cal.  e . 

Tacoma,  Wash,  e . 

•  300 

260 

220 

190 

Seattle,  Wash,  e . 

Portland,  Oreg. « . 

Vancouver,  Wash,  e . 

FROM  EVANSVILLE,  IND. 


[Tariffs:  Evansville  and  Terre  Haute  R.  R.,  I.  C.  C.  664  and  588;  Southwestern  Tariff  Committee, 
I.  C.  C.  417,  405;  L.  and  N.  R.  R.,  I.  C.  C.  A-7153  and  7486;  Transcontinental  Freight  Bureau,  I.  C.  C. 
375  and  376;  Southern  Rwy.,  I.  C.  C.  9194.] 


1, 002 

(/) 
1,198 
1,134 
987 
896 
823 
841 
853 
881 
755 
740 
720 
810 
625 
642 
696 
958 
889 
1,175 
2, 249 
2, 413 
2,538 
2,497 
2, 377 
2,385 


Montreal,  Quebec  b . 

Halifax,  Nova  Scotia  b. .. 

Portland,  Me.  b . 

Boston,  Mass,  b . 

New  York,  N.  Y.  b . 

Philadelphia,  Pa.  b . 

Baltimore,  Md.  b . 

Newport  News,  Va.  b _ _ 

Norfolk,  Va.  b . 

Wilmington,  N.  C.d . 

Charleston,  S.  C.d . 

Savannah,  Ga.  d . 

Brunswick,  Ga.d . 

Jacksonville,  Fla.  d . 

Pensacola,  Fla.d . 

Mobile,  Ala.  d . 

New  Orleans,  La.  d . 

Galveston,  Tex. « . 

Port  Arthur,  Tex.  e . 

Corpus  Christi,  Tex.  e _ 

Los  Angeles,  Cal.  e . 

San  Francisco,  Cal.  e . 

Tacoma,  Wash,  e . 

Seattle,  Wash,  e . 

Portland,  Oreg.  e . 

Vancouver,  Wash,  e . 


82, [ 

711 

55 

38i 

33 

27£ 

102£ 

89i 

71 

52± 

45 

37£ 

.... 

85£ 

74 

57± 

40i 

34£ 

28 

78i 

68 

52i 

36£ 

31£ 

26 

76£ 

66 

50^ 

34i 

29 1 

24 

75£ 

65 

49i 

33j 

28^ 

23 

92 

78 

61 

49 

38 

29 

20^ 

28 

24 

23 

41 

38 

46 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

57 

45 

87 

72 

62 

48 

38 

33 

23 

23 

22j 

18 

26 

54 

40 

148 

130 

110 

101 

78 

83 

73 

61 

49 

41 

•148 

130 

110 

101 

78 

83 

73 

61 

49 

41 

•300 

260 

220 

190 

165 

160 

125 

100 

100 

95 

a  Per  barrel. 

b  Governed  by  Official  Classification. 
o  Water,  1,512  miles;  rail,  1,695  miles. 


d  Governed  by  Southern  Classification. 
e  Governed  by  Western  Classification. 
/Water,  1,632  miles;  rail,  1,758  miles. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


231 


Item  No.  13. — Rates  on  classes  and  commodities  from  and  to  the  points  named — Continued. 

FROM  CAIRO,  ILL. 

i 

[Tariffs:  C.,  C.,  C.  and  St.  L.  Rwy.,  I.  C.  C.  807  and  2319;  N.,  C.  and  St.  L.  Rwy.,  I.  C.  C.  1120-A;  Southern 

Rwy.,  I.  C.  C.  9194;  Illinois  Central  R.  R.,  I.  C.  C.  3260.] 


Dis¬ 

tances. 


Miles. 

1,143 

(c) 
1,305 
1,241 
1,101 
1,010 
944 
1,007 
1,019 
925 
799 
784 
764 
854 
597 
492 
554 
775 
696 
984 
2, 077 
2, 398 
2,523 
2,482 
2, 362 
2,370 


To— 


Montreal,  Quebec b  .... 
Halifax,  Nova  Scotia  b. 

Portland,  Me.b . 

Boston,  Mass. b . 

New  York,  N.  Y.& . 

Philadelphia,  Pa.& . 

Baltimore,  Md.b . 

Newport  News,  Va.b... 

Norfolk,  Va.b . . 

Wilmington,  N.  C.d _ 

Charleston,  S.  C.d . 

Savannah,  Ga.d . 

Brunswick,  Ga.d . 

Jacksonville,  Fla.d _ 

Pensacola,  Fla.d . 

Mobile,  Ala.d . 

New  Orleans,  La.d . 

Galveston,  Tex.e . 

Port  Arthur,  Tex.e . 

Corpus  Christi,  Tex.e  . . 

Los  Angeles,  Cal.e . 

San  Francisco,  Cal.e . . . 

Tacoma,  Wash.e . 

Seattle,  Wash.e . 

Portland,  Oreg.e . 

Vancouver,  Wash,e .... 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.  a 

90 

78 

60 

42 

36 

30 

130 

108 

84 

61 

49 

40 

97 

84 

65 

46 

39 

32 

90 

78 

60 

42 

36 

30 

88 

76 

58 

40 

34 

28 

87 

75 

57 

39 

33 

27 

92 

78 

61 

49 

38 

29 

20! 

28 

24 

23 

41 

38 

46 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

57 

45 

75 

63 

55 

42 

33 

29 

21 

20 

20 

15 

23 

47 

35 

137 

121 

104 

96 

75 

79 

70 

58 

46 

39 

300 

260 

220 

190 

165 

160 

125 

100 

100 

95 

FROM  CINCINNATI,  OHIO. 


[Tariffs:  Trans-Continental  Freight  Bureau,  I„  C.  C.  375  and  376;  Southwestern  Tariff  Committee, 
I.  C.  C.  405,  417;  Louisville  and  Nashville  R.  R.,  I.  C.  C.  A-7153  and  7486;  B.  and  O.  S.  W.  R.  R. 
I.  C.  C.  4181  and  3188;  Kanawha  Dispatch,  I.  C.  C.  687-E.  B.] 


71 

61! 

47! 

33 

28 

91 

79! 

63! 

47 

40 

}  72 

62! 

48! 

34! 

29 

65 

56! 

43! 

30! 

26 

63 

54! 

41! 

28! 

24 

62 

53! 

40! 

27! 

23 

62 

53! 

40! 

27! 

23 

62 

53! 

40! 

27! 

23 

82 

68 

53 

41 

32 

•  95 

80 

75 

70 

58 

98 

83 

73 

54 

44 

}  98 

83 

73 

54 

44 

157 

137 

116 

106 

82 

}  157 

137 

116 

106 

82 

•  300 

260 

220 

190 

165 

824 

(/) 
990 
926 
757 
666 
593 
655 
667 
+771 
731 
757 
750 
841 
768 
785 
829 
1,149 
1,070 
1,358 
2, 425 
2, 552 
2, 563 
2, 522 
2, 516 
2, 524 


Montreal,  Quebec  b . 

Halifax,  Nova  Scotia  b. . . 

Portland.  Me.b . 

Boston,  Mass.b . 

New  York,  N.  Y.b . 

Philadelphia,  Pa.b . 

Baltimore,  Md.b . 

Newport  News,  Va.b . 

Norfolk,  Va.b . 

Wilmington,  N.  C.d . 

Charleston,  S.  C.d . 

Savannah,  Ga.d . 

Brunswick,  Ga.d . 

Jacksonville,  Fla.d . 

Pensacola,  Fla.d . 

Mobile,  Ala.d . 

New  Orleans,  La.d . 

Galveston,  Tex.e . 

Port  Arthur,  Tex.e . 

Corpus  Christi,  Tex.e . 

Los  Angeles,  Cal.e . 

San  Francisco,  Cal.e . 

Tacoma,  Wash.e . 

Seattle,  Wash.e . 

Portland,  Oreg.e . 

Vancouver,  Wash.e . 


23! 

331 

23! 

21! 
19! 
18  ! 
18! 
18! 
25 

46 

39 

39 


18! 

35 

28 

28 

88 

88 


160 


24 

35 

27 

27 

78 

78 


125 


21 

27 

27 

27 

65 

65 


100 


20 

23 

22 

22 

52 

52 


100 


36 

40 

31 

31 

44 

44 


95 


32 

40 

61 

61 


40 

46 

49 

49 


«  Per  barrel. 

b  Governed  by  Official  Classification, 
c  Water,  1,746  miles;  rail,  1,899  miles. 


d  Governed  by  Southern  Classification, 
e  Governed  by  Western  Classification. 
/  Water,  1,402  miles;  rail,  1,580  miles. 


232 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Item  No.  14. — Rates  on  classes  from  and  to  the  points  named ;  also  distances. 

[Rates  in  cents  per  100  pounds.] 

FROM  DUBUQUE,  IOWA. 

[Tariffs:  C.  B.  and  Q.  Rwy.,  I.  C.  C.  5654;  Transcontinental  Freight  Bureau.  I.  C.  C.  375  and  376. 
Southwestern  Tariff  Committee,  I.  C.  C.  405  and  417;  Mississippi  Valley  Freight  Committee,  I.  C.  C; 
B-66.] 


Dis¬ 

tances. 


Miles. 

1,008 

1,764 

1,255 

1,173 

1,079 

988 

969 

1,120 

1.132 

1.236 
1,177 
1,162 
1,142 
1,232 
1,046 
1,004 

949 
1,205 
1, 126 
1,364 

2. 237 
2, 168 
2,100 
2,059 

2.132 
2, 140 


To— 


Montreal,  Quebec  b .... 
Halifax,  Nova  Scotia  b. 

Portland,  Me.'b . 

Boston,  Mass,  b . 

New  York.  N.  Y.  b . 

Philadelphia,  Pa.  b . 

Baltimore,  Md.  b . 

Newport  News,  Va.  b. . . 

Norfolk,  Va.  b . 

Wilmington,  N.  C.  c _ 

Charleston,  S.  C.  c . 

Savannah,  Ga.  c . 

Brunswick,  Ga.  c . 

Jacksonville,  Fla.  c..__ 

Pensacola,  Fla.  c . 

New  Orleans,  La.  o . 

Mobile,  Ala.  c . 

Galveston,  Tex.  d . 

Port  Arthur,  Tex.  d _ 

Corpus  Christi,  Tex.  d . . 

Los  Angeles,  Cal.  d . 

San  Francisco,  Cal.  d. . . 

Tacoma,  Wash,  d . 

Seattle,  Wash,  d . 

Portland,  Oreg.  d . 

Vancouver,  Wash,  d _ 


1. 

2. 

3. 

4. 

5. 

6. 

96* 

84* 

66 

46* 

39* 

32* 

116* 

102* 

82 

60* 

51* 

42* 

•103* 

90* 

71 

60* 

42* 

34* 

•96* 

84* 

66 

46* 

39* 

32* 

94* 

82* 

64 

44* 

37* 

30* 

93* 

81* 

53 

43* 

36* 

29* 

No  pub 


A. 

B. 

C. 

D. 

E. 

H. 

F.  a 

..... 

.... 

ished  through  rates. 


116 

95 

79 

61 

49 

43 

33 

33 

33 

28 

35 

68 

61 

>116 

95 

79 

61 

49 

43 

33 

33 

33 

28 

35 

68 

61 

•157 

137 

116 

106 

82 

88 

78 

65 

52 

44 

•300 

260 

220 

190 

165 

160 

125 

100 

100 

90 

.... 

FROM  MILWAUKEE,  WIS. 

[Tariffs:  Pere  Marquette  R.  R.,  I.  C.  C.  62;  Mississippi  Valley  Freight  Committee,  I.  C.  C.,  B-66;  C.  and  O. 
R.  Traffic  Association,  I.  C.  C.,  127;  Trans-Continenta'l  Freight  Bureau,  I.  C.  C.  375  and  376;  Kanawha 
Dispatch,  I.  C.  C.  687  E.  B.] 


926 


1, 681* 

1,173 

1,091 

997 

906 

887 

1,031 
1,055 
1,118 
1,114 
1,112 
1, 092 
1,182 

996 

997 
942 

1,235 

1,157 

1,444 

2,350 

2,345 

2,180 

2,139 

2.309 

2,317 


Montreal,  Quebec  b . 

Halifax,  Nova  Scotia  b ... 

Portland,  Me. b . 

Boston,  Mass.b . 

New  York,  N.  Y.& . 

Philadelphia,  Pa .b . 


{ 

{ 


Baltimore,  Md.b . 

Newport  News,  Va.b . 

Norfolk,  Va .b . 

Wilmington,  N.C.cer . 

Charleston,  S.  C .eg . 

Savannah,  Ga.«» . 

Brunswick,  Ga.fp . 

Jacksonville,  Fla.<?0 . 

Pensacola,  Fla.cg . j 

New  Orleans,  La.c . 

Mobile,  Ala.c . i 

Galveston,  Tex.d . j 

Port  Arthur,  Tex.d . 

Corpus  Christi,  Tex.  d _ ! 

Los  Angeles,  Cal.  d . , 

San  Francisco,  Cal.d . J 

Tacoma,  Wash.d . 

Seattle.  Wash.d . [ 

Portland,  Oreg.  d . 

Vancouver,  Wash.d . 


e  72 

e  63 

e.  48 

e  34 

e  39 

e  24 

I 

1 

/  75 

/65 

/50 

f  35 

/  30 

f  25 

........ 

e  92 

e  81 

e  64 

e  48 

e  41 

e  34 

/  95 

f  83 

/  64 

/  49 

/  42 

f  35 

e  79 

e  69 

e  53 

e  38 

e  32 

e  26 

/  82 

f  71 

f  55 

/  39 

/  33 

/  27 

e  72 

e  63 

e  48 

e  34 

«29 

p  24 

/  75 

f  65 

/  50 

/35 

/  30 

/  25 

. 

e  70 

e  61 

e  46 

e  32 

e‘27 

e  22 

/  73 

f  63 

f  48 

/33 

f  28 

/  23 

e  69 

’e  60 

e  45 

«31 

e  26 

e21 

f  72 

/  62 

/  47 

/  32 

/  27 

f  22 

.... 

e  69 

e  60 

e  45 

eSl 

e  26 

e  21 

| 

.... 

f  72 

/  62 

/  47 

f  32 

/  27 

f  22 

123 

103 

79 

59 

47 

37 

32* 

38 

33 

32 

si 

57 

56 

136 

115 

101 

88 

73 

58 

49 

49 

39 

35 

5S 

57 

70 

131 

110 

91 

68 

55 

47 

39 

39 

37 

32 

43 

74 

69 

116 

95 

79 

61 

49 

43 

33 

33 

33 

28 

35 

68 

61 

157 

137 

116 

106 

82 

88 

78 

65 

52 

44 

300 

260 

220 

190 

165 

160 

125 

100 

100 

95 

a  Per  barrel. 

b  Governed  by  Official  Classification. 
c  Governed  by  Southern  Classification. 
d Governed  by  Western  Classification, 
e  Breaking  bulk  on  both  sides  of  Lake  Michigan. 

/Through  all  rail  without  breaking  bulk. 

a  Based  on  Jeffersonville,  Ind.  When  classes  1  to  6,  inclusive,  as  follows,  46,  39, 29,  20, 17, 14,  by  use  of 
the  Official  Classification  produce  lower  rates,  such  rates  may  be  applied. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


233 


Item  No.  14. — Rates  on  classes  from  and  to  the  points  named;  also  distances — Continued. 

FROM  SPRINGFIELD,  ILL. 


[Tariffs:  Kanawha  Dispatch,  I.  C.  C.  687  E.  B.;  B.  and  0.  S.  W.  R.  R.,  I.  C.  C.  3188;  L.  and  N.  R.  R., 
I.  C.  C.;  C.  and  O.  R.  Traffic  Association,  I.  C.  C.  127;  Central  Freight  Association,  I.  C.  C.  9;  Mis¬ 
sissippi  Valley  Freight  Association  I.  C.  C.  B-66;  Trans-Continental  Freight  Bureau,  I.  C.  C.  375  and 
376.] 


Dis¬ 

tance. 


To — 


Miles. 


977 
1,733 
1,230 
1,148 
1,009 
918 
896 
958 
971 
1,035 
952 
817 
1,008 
938 
822 
763 
708 
965 
886 
1,174 
2, 107 
2, 254 
2,471 
2, 353 
2,228 
2,236 


Montreal,  Quebec  5 . 

Halifax,  Nova  Scotia  b. . . 

Portland,  Me.,& . 1 

Boston,  Mass,  b . / 

New  York,  N.  Y.  b . 

Philadelphia,  Pa.  b . 

Baltimore,  Md.  b . ] 

Newport  News,  Va.  b  ....  1 

Norfolk,  Va.  b . j 

Wilmington,  N.  C S  d _ 

Charleston,  S.  C.  c . 

Brunswick,  Ga.  c . 

Jacksonville,  Fla.  c . 

Savannah,  Ga.  c . 

Pensacola,  Fla.  e . 

New  Orleans,  La.  c . 

Mobile,  Ala.  c . 

Galveston,  Tex.  e . 

Port  Arthur,  Tex.  e .  . 

Corpus  Christi,  Tex.e _ 

Los  Angeles,  Cal.  e . 

San  Francisco,  Cal.  e . 

Tacoma,  Wash,  c . 

Seattle,  Wash,  e . 

Portland,  Oreg.  e . 

Vancouver,  Wash,  e . 


1. 


87 

107 

94 

87 

85 

84 

117 

130 

125 

98 

157 


300 


2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.  a 

754 

58 

401 

35 

29 

934 

74 

541 

47 

39 

814 

63 

441 

38 

31 

754 

58 

401 

35 

29 

734 

56 

381 

33 

27 

721 

55 

371 

32 

26 

98 

75 

56 

45 

35 

301 

36 

31 

30 

49 

55 

52 

110 

97 

85 

71 

56 

47 

47 

37 

33 

53 

56 

66- 

105 

87 

65 

53 

45 

37 

37 

35 

30 

41 

72 

65 

83 

73 

54 

44 

39 

28 

28 

27 

22 

31 

61 

49 

137 

116 

106 

82 

88 

78 

65 

52 

44 

260 

220 

190 

165 

160 

125 

100 

100 

9b 

.... 

FROM  GRAND  RAPIDS,  IND. 


[Tariffs:  Grand  Rapids  and  Indiana  Rwy.,  I.  C.  C.  382, 335;  Central  Freight  Association,  I.  C.  C.  9; 
Southwestern  Tariff  Committee,  I.  C.  C.  405, 417 ;  Trans-Continental  Freight  Bureau,  I.  C.  C.  375, 376.] 


679 

Montreal,  Quebec  b . 

824 

71* 

55 

384 

33 

274 

1,419 

Halifax,  Nova  Scotia  b. . . 

1024 

894 

71 

524 

45 

374 

942 

860 

Portland,  Jle.6 . 

Boston,  Mass.b . 

}  894 

774 

60 

424 

36 

294 

790 

New  York,  N.  Y.b . 

824 

714 

55 

384 

33 

274 

815 

Philadelphia,  Pa.  b . 

804 

69g 

53 

364 

31 

254 

796 

Baltimore,  Md.5 . 

] 

963 

Newport  News,  Va.b . 

[  79| 

68  g 

52 

354 

30 

244 

965 

Norfolk,  Va .b . 

j 

1,080 

1,039 

Wilmington,  N.C.e . 

Charleston,  S.  C.e . 

136 

1034 

874 

65 

52 

41 

1,065 

1,149 

1,074 

1,003 

Savannah,  Ga.c . 

Jacksonville,  Fla.c . 

Brunswick,  Ga.c . 

>149 

1254 

1094 

94 

78 

62 

Pensacola,  Fla.c . 

144 

1204 

994 

74 

60 

51 

1,094 

1,020 

Mobile,  Ala.c . 

New  Orleans,  La.c . 

Galveston,  Tex.e . 

-116 

95 

79 

61 

49 

43 

1,254 

Port  Arthur,  Tex.e . 

>177 

156 

131 

115 

91 

1,542 

Corpus  Christi,  Tex.e _ 

2,447 

Los  Angeles,  Cal.e . 

2, 510 

San  Francisco,  Cal.e . 

2,447 

2,406 

Tacoma,  Wash.e . 

Seattle,  Wash.e . 

■300 

260 

220 

190 

165 

2, 474 

Portland,  Oreg.e . 

2, 482 

Vancouver,  Wash.e . 

To  ( 

)hioI 

liver, 

Offic 

lal  C 

lassi 

fica- 

tion. 

To  Ohio  River, Official  Classifica¬ 
tion. 


a  Per  barrel. 

b  Governed  by  Official  Classification, 
e  Governed  by  Southern  Classification. 

d  Based  on  Jeffersonville,  Ind.  When  classes  1  to  6,  inclusive,  as  follows,  40,  34,  25,  17,  15,  12,  oy  use 
of  the  Official  Classification  produce  lower  rates,  such  rates  may  be  applied. 

«  Governed  by  Western  Classification. 


234 


DIGEST  OF  HE  AKIN  GS  ON  KAIL  WAY  RATES 


Item  No.  14. — Rates  on  classes  from  and  to  the  points  named;  also  distances — Continued. 

FROM  INDIANAPOLIS,  IND, 

[Tariffs:  Trans-Continental  Freight  Bureau,  I.  C.  C.  375  and  376;  Southwestern  Tariff  Committee, 
I.  C.  C.  417  and  405;  Kanawha  Dispatch,  I.  C.  C.  687  E.  B.;  T.  H.  and  I.  R.  R.,  I.  C.  C.  1017;  C.  C.  C. 
and  St.  L.  Rwy.,  I.  C.  C.  2319;  Chicago  and  Ohio  River  Traffic  Association,  I.  C.  C.  127.] 


Dis¬ 

tances. 


Miles. 

833 
1,589 
1,029 
965 
825 
734 
704 
766 
778 
835 
842 
868 
859 
952 
764 
888 
781 
1, 107 
1,028 
1,316 
2, 299 
2, 441 
2,448 
2,407 
2,405 
2, 413 


To— 


Montreal,  Quebec b  .... 
Halifax,  Nova  Scotia  b. 

Portland,  Me.  b . 

Boston,  Mass,  b . 

New  York,  N.  Y.  b . 

Philadelphia,  Pa.  b . 

Baltimore,  Md.  b . 

Newport  News,  Va.  b... 

Norfolk,  Va.  b . 

Wilmington. N. C.  cd... 

Charleston,  S.  C.  c  d . 

Savannah, Ga.  cd . 

Brunswick,  Ga.  cd . 

Jacksonville,  Fla.  cd. ... 

Pensacola,  Fla.  cd . 

New  Orleans,  La.  c . 

Mobile,  Ala.  c . 

Galveston,  Tex.  e . 

Port  Arthur,  Tex.  e . 

Corpus  Christi,  Tex.  e  . . 

Los  Angeles,  Cal.  e . 

San  Francisco,  Cal.  e  ... 

Tacoma,  Wash,  e . 

Seattle,  Wash,  e . 

Portland,  Oreg.  e . 

Vancouver,  Wash,  e _ 


1. 

2. 

3. 

4, 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.a 

81 

70 

54 

38 

32| 

27 

101 

88 

70 

52 

44i 

37 

1  76i 

66i 

51| 

36i 

31 

25 

69£ 

60£ 

46£ 

32i 

28 

23 

67£ 

58£ 

44i 

30l 

26 

21 

l  661 

57£ 

43| 

29y 

25 

20 

107 

90 

72i 

53i 

41* 

33 

26^ 

32 

26 

26 

45 

49 

42 

>120 

102 

94i 

82i 

67i 

54 

43 

43 

32 

29 

49 

49 

56 

115 

97 

84i 

62i 

49i 

43 

33 

33 

30 

26 

37 

66 

55 

CO 

OO 

83 

73 

54 

44 

39 

28 

27 

27 

22 

31 

61 

49 

•157 

137 

116 

106 

82 

88 

78 

65 

52 

44 

.... 

.... 

pO 

260 

220 

190 

165 

160 

125 

100 

100 

95 

FROM  RICHMOND,  IND. 


[Tariffs:  G.  R.  and  I.  Rwy.,  I.  C.  C.  335  and  382.] 


801 
1, 557 
976 
912 
750 
659 
624 
711 
733 
837 

797 

823 

898 

907 

834 

817 
825 
1,119 
1,040 
1,328 
2,367 
2, 508 
2,489 
2,448 
2,  453 
2,461 


Montreal,  Quebec  b . 

Halifax,  Nova  Scotia  b. . . 

Portland,  Me.  b . 

Boston,  Mass,  b . 

New  York,  N.  Y.  b . 

Philadelphia,  Pa.  b . 

Baltimore,  Md.  b . 

Newport  News,  Va.  b . 

Norfolk,  Va.  6 . 

Wilmington,  N.  C.  cf _ 


Charleston,  S.  C.  cf . 

Savannah,  Ga.  cf . 

Brunswick,  Ga.  cf . 

Jacksonville,  Fla.  cf . 

Pensacola,  Fla.  cf . 

Mobile,  Ala.  c . 

New  Orleans,  La.  c . 

Galveston,  Tex.  e . 

Port  Arthur,  Tex.  e . 

Corpus  Christi,  Tex.  e _ 

Los  Angeles,  Cal.  e . 

San  Francisco,  Cal.e . 

Tacoma,  Wash,  e . 

Seattle,  Wash,  e . 

Portland,  Oreg.  e . 

Vancouver,  Wash,  e . 


73£ 

63i 

49 

34i 

29i 

24i 

93i 

81* 

65 

48£ 

41* 

34i 

}  73 

63 

49 

35 

29i 

24 

J  66 

57 

44 

31 

26| 

22 

64 

1 

55 

42 

29 

24i 

20 

i  63 

54 

41 

28 

23i 

19 

i 

136 

1131 

He* 

OO 

65 

52 

41 

•149 

1241 

109i 

94 

78 

62 

144 

1201 

99i 

74 

60 

51 

}  98 

83 

73 

54 

44 

39 

•157 

137 

116 

106 

82 

[3OO 

260 

220 

190 

165 

. 

To  ( 

)hio 

River 

,  Offii 

dal 

Jlasj 

lift- 

cation. 

I  I  I  I  I  1 

[To  Ohio  River,  Official  Classifi- 
\  cation. 

I  I  I  I  I  I 

To  Ohio  River,  Official  Classifi¬ 
cation. 


a  Per  barrel. 

b  Governed  by  Official  Classification. 
c  Governed  by  Southern  Classification. 

d  Based  on  Cincinnati,  Ohio,  and  Jeffersonville,  Ind.,  on  classes  1  to  6,  inclusive,  as  follows:  25,22, 
19£,  12£,  9|,  and  8,  by  use  of  the  Official  Classification,  produce  lower  rates;  such  rates  may  be  applied. 
e  Governed  by  Western  Classification. 
f  Based  on  Cincinnati,  Ohio  and  Jeffersonville,  Ind. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


235 


Item  No.  14. — Rates  on  classes  from  and  to  the  points  named;  also  distances — Continued. 

FROM  COLUMBUS,  OHIO. 

[Tariffs:  Trans-Continental  Freight  Bureau,  I.  C.  C.  375  and  376;  Southwestern  Tariff  Committee,  I.  C. 
C.  405  and  417;  C.  C.  C.  and  St.  L.  Rwy.,  I.  C.  C.  2319,  807, 1682;  Norfolk  and  Western  Railway,  I.  C.  C. 
2655;  Central  Freight  Association,  I.  C.  C.9.] 


Dis¬ 

tances. 

To — 

1. 

2. 

3. 

4. 

5. 

Miles. 

747 

Montreal,  Quebec  b . 

69 

60 

46 

32 

27i 

1,503 

884 

Halifax,  Nova  Scotia  b. .. 
Portland,  Me.  b . 

109 
}  64i 

90 

56 

70 

43| 

51 

31 

40£ 

26 

820 

Boston,  Mass,  b . 

637 

546 

New  York,  N.  Y.  b . 

Philadelphia,  Pa.  b . 

57i 

55| 

50 

48 

38i 

36£ 

27 

25 

23 

21 

511 

Baltimore,  Md.  b . 

1 

635 

805 

Newport  News,  Va.  b . 

Norfolk,  Va.  b . 

}  54| 

47 

354 

24 

20 

647 

Wilmington,  N.  C.  c . 

91 

76 

60 

47 

37 

847 

873 

Charleston,  S.C.  c . 

Savannah,  Ga.  c . 

866 

Brunswick,  Ga.  c . 

•120 

102 

94i 

82^ 

671 

957 

Jacksonville,  Fla.  c . 

884 

Pensacola,  Fla.  c . 

945 

New  Orleans,  La.  c . 

■110 

90 

58 

47 

901 

Mobile,  Ala.  c . 

75 

1,295 

1,216 

Galveston,  Tex.  e . 

Port  Arthur,  Tex.  e . 

•177 

156 

131 

115 

91 

1, 504 
2,479 
2,625 
2,579 
2,538 
2,589 
2, 597 

Corpus  Christi,  Tex.  e _ 

Los  Angeles,  Cal.  e . 

San  Francisco,  Cal.  e . 

Tacoma,  Wash,  e . 

•300 

260 

220 

190 

165 

Seattle,  Wash,  e . 

Portland,  Oreg.  e . 

Vancouver,  Wash. « . 

A. 

B. 

C. 

D. 

E. 

H. 

F.a 

221 

30 

20 

d  19 

42 

37 

38 

6. 


23 

33 

21 

19 

17 

16 

29 


41 


[To  Ohio  River,  Official  Classifica¬ 
tion  beyond. 


31 

95 

160 


31 

84 

125 


31 

70 

100 


26 

58 

100 


33 

50 

95 


65 


57 


FROM  MADISON,  WIS. 

[Tariffs:  Chicago  and  Ohio  River  Traffic  Association,  I.  C.  C.  127;  Southwestern  Tariff  Committee. 
I.  C.  C.  405  and  417;  Mississippi  Valley  Freight  Committee,  I.  C.  C.  B-66;  Trans-Continental  Freight 
Bureau,  I.  C.  C.  375  and  376.] 


980 
1, 736 
1, 227 

1.145 
1,051 

960 
941 
1,092 
1,104 
1, 172 
1,168 
1,166 

1.146 
1,236 
1, 050 

996 
941 
1,235 
1,156 
1,444 
2,301 
2,298 
2,126 
2,085 
2, 262 
2,270 


Montreal,  Quebec  b  f . 

;  1 

Halifax,  Nova  Scotia  b  f  . 

Portland,  Me.bf . 

Boston,  Mass,  bf  . . .» . 

New  York,  N.  Y .bf . 

Philadelphia,  Pa  .bf . 

Baltimore,  Md.  b  f . 

Newport  News,  Va.  bf  ... 

Norfolk,  Va. bf . 

Wilmington,  N.  C. eg _ 

Charleston,  S.  C.  c  g . 

Savannah,  Ga.  c  g . 

123 

•  136 

103 

115 

110 

95 

137 

260 

79 

101 

91 

79 

116 

220 

59 

88 

68 

61 

106 

190 

47 

73 

55 

49 

82 

165 

37 

58 

47 

43 

32i 

49 

39 

33 

88 

160 

38 

49 

39 

33 

78 

125 

33 

39 

37 

33 

65 

100 

32 

35 

32 

28 

52 

100 

51 

55 

43 

35 

44 

95 

57 

57 

74 

68 

56 

70 

69 

61 

Brunswick,  Ga.  c  a 

Jacksonville,  Fla.  eg . 

Pensacola.  Fla.  eg . 

131 

116 

•  157 

■  300 

New  Orleans,  La.  c . 

Mobile,  Ala.  c . 

Galveston,  Tex.  « . 

Port  Arthur,  Tex.  e . 

Corpus  Christi,  Tex.  e _ 

Los  Angeles,  Cal.  e . 

San  Francisco,  Cal.  « _ 

Tacoma,  Wash,  e . 

Seattle,  Wash,  e . 

Portland,  Oreg.  e . 

Vancouver,  Wash,  e . 

a  Per  barrel. 

b  Governed  by  Official  Classification.  • 

o  Governed  by  Southern  Classification. 

d Grain,  18  cents  per  100  pounds.  Flour  per  barrel,  36  cents. 
e  Governed  by  Western  Classification. 

/No  published  through  rates.  Rates  governed  by  Western  Classification  west  of  Chicago,  Ill.,  and 
Official  Classification  beyond. 

(/Based  on  Cincinnati,  Ohio,  and  Jeffersonville,  Ind.,  when  classes  1  to  6,  inclusive,  as  follows:  46, 
39,  29,  20,  17,  14,  by  use  of  the  Official  Classification,  produce  lower  rates,  such  rates  may  be  applied. 


23(3 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Item  No.  14. — Rates  on  classes  from  and  to  the  points  named;  also  distances — Continued. 

FROM  CHICAGO,  ILL. 

[Tariffs:  Trans-Continental  Freight  Bureau,  I.  C.  C.  375  and  376;  Mississippi  Valley  Freight  Committee , 
I.  C.  C.  B-66;  Grand  Trunk  Rwy.,  I.  C.  C.  A-860;  Kanawha  Dispatch,  I.  C.  C.  687-EB;  Chicago  and 
Ohio  River  Traffic  Association,  I.  C.  C.  127;  Southwestern  Tariff  Committee,  I.  C.  C.  405  and  417.] 


Dis¬ 

tances. 


Miles. 

841 
1.597 
1,088 
1,044 
912 
821 
802 
953 
965 
1,069 
1,029 
1,027 
1,007 
1,097 
912 
912 
857 
1,151 
1,072 
1,360 
2, 265 
2,328 
2,265 
2,224 
2, 292 
2,300 


To — 

1. 

2. 

3. 

4. 

Montreal,  Quebec  b . 

75 

65 

50 

35 

Halifax,  Nova  Scotia b ... 

Portland,  Me.f» . 

Boston,  Mass.b . 

95 

}  82 

83 

71 

66 

55 

49 

39 

New  York,  N.  Y.b . 

75 

65 

50 

35 

Philadelphia,  Pa.& . 

Baltimore,  Md.5 . 

73 

] 

63 

48 

33 

Newport  News,  Va.£> . 

Norfolk,  Va.& . 

i  72 

62 

47 

32 

Wilmington,  N.  C .«d . 

Charleston,  S.  C.cd . 

117 

98 

75 

56 

Savannah,  Ga.ed . 

Brunswick,  Ga.cd . 

Jacksonville,  Fla.ctf . 

•  130 

110 

97 

85 

Pensacola,  Fla.cd . 

125 

105 

87 

65 

New  Orleans,  La.c . 

Mobile,  Ala.c . 

Galveston,  Tex.e . 

}  110 

90 

75 

58 

Port  Arthur,  Tex.e . 

Corpus,  Christi,  Tex.e _ 

Los  Angeles,  Cal.e . 

San  Francisco,  Cal.e . 

[  157 

137 

116 

106 

Tacoma,  Wash.e . 

Seattle,  Wash.e . 

Portland,  Oreg.e . 

Vancouver,  Wash.e . 

•  300 

260 

220 

190 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F.ffl 

30 

25 

42 

35 

33 

27 

30 

25 

28 

23 

27 

22 

45 

35 

30i 

36 

31 

30 

30 

52 

52 

71 

56 

47 

47 

37 

33 

33 

56 

66 

53 

45 

37 

37 

35 

30 

41 

72 

65 

47 

41 

31 

31 

31 

26 

33 

65 

57 

82 

88 

78 

65 

52 

44 

165 

160 

125 

100 

100 

95 

t 

a  Per  barrel. 

&  Governed  by  Official  Classification. 
c  Governed  by  Southern  Classification. 

cl  Based  on  Cincinnati,  Ohio,  and  Jeffersonville,  Ind.  When  classes  1  to  6  inclusive,  as  follows,  40,  34, 
25, 17, 15, 12,  by  the  use  of  the  Official  Classification,  produce  lower  rates,  such  rates  may  be  applied, 
e  Governed' by  Western  Classification. 


Item  No.  15. — Rates  on  grain ,  grain  products ,  packing-house  products ,  and  dressed 

meats  to  ports  on  the  Atlantic  Ocean. 

[Rates  in  cents  per  100  pounds.] 


From — 


To  New  York,  N.  Y. 


To  Boston,  Mass.,  and  Portland,  Me. 


O 

"d 

O 

Sh 

d: 


o 


_ ,  ' 

<33  c n 
U  CD 

bca 

r-i 

It 

o s 


OS 

0 


«-i 

o 

a 

x 

a> 


os 

r* 

0 


(H 

o 

a 

x 

<v 


o 

p 

o 

fH 

a 


cS 

s- 

0 


o 

a 

x 

o 

u 

P 

o 

s 


x 

o 

p 

'p 

o 

u 

a 

w 

P 

O 

a 

be 


P 

oS 

a 


*-  Lh  I 

a  o  a 

<V  oS  o 

r  t,  o 

'S  Si, 
.tea 

«*i 

a>  <v  « 
^  ^  o 

t/f  C  j- 


O 

3 

T) 

O 


rH  O 

•rH 

ss 

■s-§ 


sS 

0 


X 

<u 


£ 

0 


X 

0> 

8 

c; 

S3 

'd 

o 

a 


03 

t- 

0 


O 

a 

x 

Ol 

u, 

p 

O 


■8 

o 

p 

'p 

o 

tH 

a 

o> 

CO 

p 

O 

.c 

be 

a 

•r^ 

.X 

o 

oS 

a 


-  a  i 

&o  a 

o>  os  o 

(h  O 
00  « 
“bed 

1  T*  •—< 

odl  oc 
^2  S  bo 
.  _  o 
z.p-2 


Chicago,  Ill . 

Detroit,  Mich . 

Grand  Rapids,  Mich  .. 
South  Bend,  Ind . 


171 

131 

17 

17 


131 

10 

13 

13 


14 

11 

131 

131 


13 

30 

45 

19| 

10 

23i 

35 

15A 

121 

29 

43 

19 

121 

29 

43 

19 

_ 

131  30 

10  11 

13  131 

13  131 


13 

10 

121 


30 

261 

32 

32 


45 

35 

43 

43 


Tariff :  Grand  Trunk  Rwy.,  I.  C.  C.  A-860,  708,  and  1008. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


237 


Item  No.  15. — Hates  on  grain ,  grain  products,  packing-house  products,  and  dressed  meats 

to  ports  on  the  Atlantic  Ocean — Continued. 


From— 

To  Montreal,  Quebec.- 

To  St.  John,  New  Brunswick. 

Grain  and  grain  products 
(domestic). 

Grain  (export). 

Grain  products  (export). 

Flour  (export) . 

Packing-house  products. 

Dressed  meats — beef, sheep, 
and  hogs  in  refrigerator 
cars  and  hogs  in  common 
!  cars. 

Grain  and  grain  products 

(donu  Stic). 

Grain  (export). 

i 

Grain  products  (export). 

Flour  (export) . 

Packing-house  products. 

Dressed  meats — beef, sheep, 

and  hogs  in  refrigerator 

cars  and  hogs  in  common 

cars. 

Chicago,  Ill . 

19? 

121 

12 

12 

30 

-  45 

29? 

13i 

14 

13 

42 

62i 

Detroit,  Mich . 

15? 

25 

35 

25i 

10 

11 

10 

35i 

52i 

Grand  Rapids,  Mich . . . 

19 

12 

Hi 

lli 

29 

43 

29 

13 

13i 

12i 

41 

60? 

South  Bend.  Ind . 

19 

12 

lli 

lli 

29 

43 

29 

13 

13? 

12? 

41 

60i 

Rates  on  commodities,  C.  L.,frorn  the  following  points  to  Pacific  coast  points,  via  all  rail. 


[Rates  in  cents  per  100  pounds.] 


To  San  Francisco,  Cal. 

To  Portland,  Oreg. 

From — 

Wheat. 

Corn. 

Packing¬ 

house 

products. 

Fresh 

meats. 

Wheat. 

Corn. 

Packing¬ 

house 

products. 

Fresh 

meats. 

St.  Paul,  Minn . 

75 

75 

160 

200 

70 

50 

160 

200 

Kansas  City,  Mo . 

65 

55 

160 

200 

70 

50 

160 

200 

Chicago,  Ill . 

80 

80 

170 

200 

80 

80 

170 

200 

East  St.  Louis,  Ill . 

75 

75 

165 

200 

'  75 

75 

165 

200 

To  Seattle,  Wash. 

To  Tacoma,  Wash. 

From— 

Wheat. 

Corn. 

Packing¬ 

house 

products. 

Fresh 

meats. 

Wheat. 

Corn. 

Packing¬ 

house 

products. 

Fresh 

meats. 

St.  Paul,  Minn . 

70 

50 

160 

200 

70 

50 

160 

200 

Kansas  City,  Mo . 

70 

70 

160 

200 

70 

70 

160 

200 

Chicago,  Ill . 

80 

80 

170 

200 

80 

80 

170 

200 

East  St.  Louis,  Ill . 

75 

75 

165 

200 

75 

75 

165 

200 

Tariff:  Trans-Continental  Freight  Bureau,  I.  C.  C.  375  and  376. 


REGULATION  OF  RAILWAY  RATES 


DIGEST  OF  THE  HEARINGS 

BEFORE  THE  COMMITTEE  ON  INTERSTATE  COMMERCE, 
SENATE  OF  THE  UNITED  STATES, 

HELD  FROM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE, 

TOGETHER  WITH  CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE, 

DATED  JULY  3,  1905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  UNITED  STATES  INTERSTATE  COMMERCE  COMMISSION, 

AND 

H.  T.  NEWCOMB. 

APPENDIX  III. 

LONG  AND  SHORT  HAUL  RATES. 

DECEMBER  19,  1905. 


239 


APPENDIX  111. 


\ 


LONG  AND  SHORT  HAUL  RATES. 


On  October  20,  1887,  the  auditor  of  the  Interstate  Commerce 
Commission  addressed  to  the  railway  carriers  subject  to  its  jurisdic¬ 
tion  a  circular  letter  of  which  the  following  is  a  copy : 

Interstate  Commerce  Commission, 

Department  of  Statistics, 
Washington,  October  20,  1887. 

Dear  Sir  :  Are  there  any  points  upon  the  railroad  of  your  company,  or  upon 
any  railroad  operated  by  your  company,  under  lease  or  otherwise,  to  or  from 
which  interstate  rates  for  passengers  or  freight  are  made  by  your  road  alone,  or 
in  combination  with  other  roads,  which  are  greater  than  the  rates  to  or  from 
more  distant  points  in  the  same  direction  over  the  same  line? 

If  yes,  please  state  what  points  are  so  treated.  Also  state  the  rates  so  made 
to  or  from  such  points,  respectively,  showing  the  higher  and  the  lower  rates 
charged. 

The  foregoing  information  could  probably  be  collected  from  the  tariffs  on  file 
in  the  office  of  the  Commission,  but  not  without  great  labor  and  an  enormous 
amount  of  comparison  and  revision.  Every  manager  can,  of  course,  state  at 
once,  of  his  own  knowledge,  how  the  fourth  section  of  the  act  to  regulate  com¬ 
merce  is  practically  applied  at  the  stations  on  his  own  line. 

The  work  of  the  Commission  will  be  greatly  facilitated  by  prompt  answers  to 
the  above  questions,  which  are  asked  under  the  twelfth  section  of  the  act. 

Any  statement  which  you  may  see  fit  to  make  concerning  the  circumstances 
and  conditions  of  the  traffic,  if  any,  conducted  in  opposition  to  the  short-haul 
principle  of  the  law  will  be  considered,  and  such  explanation  will  probably  be 
of  material  assistance  to  the  Commission  in  the  performance  of  its  duties. 

For  the  Commission. 

Very  respectfully,  yours,  C.  C.  McCain,  Auditor. 

In  response  to  the  foregoing  a  large  number  of  railway  companies, 
by  their  chief  rate-making  officers,  stated  that  in  no  instance  were 
their  interstate  rates  so  adjusted  as  to  establish  greater  charges  for 
intermediate  hauls  than  for  longer  hauls  over  the  same  line  and  in  the 
same  direction. 

The  following  list  of  carriers  making  this  statement  is  copied  from 
pages  138  to  140,  inclusive,  of  the  First  Annual  Report  of  the  Inter¬ 
state  Commerce  Commission : 


Addison  and  Pennsylvania  Rwy. 
Adirondack  Rwy. 

Americus,  Prescott  and  Lumpkin  R.  R. 
Annapolis,  Washington  and  Baltimore 
R.  R. 

Arizona  and  New  Mexico  Rwy. 
Arkansas  and  Louisiana  Rwy. 
Arkansas  Midland  Rwy. 

Ashland  Coal  and  Iron  Co. 

Atlantic  and  North  Carolina  R.  R. 
Augusta,  Gibson  and  Sandersville  R.  R. 
Baltimore  and  Delaware  Bay  R.  R. 
Baltimore  and  Ohio  R.  R. 


Bangor  and  Portland  Rwy.  and  Mar¬ 
tins  Creek  Branch. 

Bangor  and  Piscataquis  Rwy. 

Beech  Creek  R.  R. 

Bells  Gap  Rwy. 

Bennington  and  Rutland  Rwy. 

Boston  and  Albany  R.  R. 

Boston  and  Lowell  R.  R. 

Boston  and  Providence  R.  R. 

Bridgton  and  Saco  River  R.  R. 
Brighthope  Rwy. 

Brunswick  and  Western  R.  R. 

Buffalo,  Rochester  and  Pittsburg  Rwy. 


S.  Doc.  244,  59-1 - 16 


241 


242 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Burlington  and  Lamoille  R.  R. 
Burlington  and  Northwestern  Rwy. 
Cairo,  Vincennes  and  Chicago  Line. 
Canada  Atlantic  Rwy. 

Cape  Girardeau  Southwestern  Rwy. 
Carthage  and  Adirondack  Rwy. 
Catskill  Mountains  Rwy. 

Central  Iowa  Rwy. 

Central  R.  R.  of  New  Jersey. 

Central  Vermont  R.  R. 

Centreville,  Moravia  and  Albia  R.  R. 
Charleston,  Cincinnati  and  Chicago 
R.  R. 

Cheshire  R.  R. 

Chesapeake  and  Nashville  Rwy. 
Chicago  and  Alton  II.  R. 

Chicago  and  Atlantic  Rwy. 

Chicago  and  Ohio  River  R.  R. 

Chicago  and  West  Michigan  Rwy. 
Chicago,  Burlington  and  Northern 
R.  R. 

Chicago,  Kansas  and  Nebraska  Rwy. 
Chicago,  Milwaukee  and  St.  Paul  Rwy. 
Chicago,  Rock  Island  and  Pacific  Rwy. 
Chicago,  Santa  Fe  and  California  Rwy. 
Chicago,  St..  Louis  and  Pittsburg  R.  R. 
Cincinnati  and  Muskingum  Valley 
Rwy. 

Cincinnati,  Indianapolis  and  St.  Louis 
and  Chicago  Rwy. 

Cincinnati,  Lebanon  and  Northern 
Rwy. 

Cincinnati,  Wabash  and  Michigan 
Rwy. 

Cincinnati,  Washington  and  Baltimore 
R.  R. 

Clarksburgh,  Weston  and  Glenville 
R.  R. 

Clearfield  and  Jefferson  Rwy. 
Cleveland,  Akron  and  Columbus  Rwy. 
Cleveland  and  Marietta  Rwy. 
Cleveland,  Lorain  and  Wheeling  Rwy. 
Cleveland,  Columbus,  Cincinnati  and 
Indianapolis  Rwy. 

Colorado  Midland  R.  R. 

Columbus  and  Eastern  Rwy. 

Columbus  and  Cincinnati  Midland 
R.  R. 

Columbus,  Hocking  Valley  and  Toledo 
Rwy. 

Concord  R.  R. 

Connecticut  River  R.  R. 

Cornwall  and  Lebanon  R.  R. 
Coudersport  and  Port  Allegheny  R.  R. 
Council  Bluffs  and  St.  Louis  Rwy. 
Cresson  and  Clearfield  County  and 
New  York  Shore  Route  R.  R. 

Crown  Point  Iron  Co.’s  R.  R. 
Cumberland  and  Pennsylvania  R.  R. 
Cumberland  Valley  R.  R. 

Danville  and  New  River  R.  R. 
Delaware  and  Hudson  Canal  Co. 
Delaware,  Lackawanna  and  Western 
R.  R. 

Denver,  Utah  and  Pacific  R.  R. 

Denver,  Tev««  and  Gulf  Rwy. 


Des  Moines,  Osceola  and  Southern 
R.  R. 

Detroit  and  Cleveland  Steam  Naviga¬ 
tion  Co. 

Detroit,  Bay  City  and  Alpena  R.  R. 
Detroit.  Lansing  and  Northern  R.  R. 
Duluth  and  Iron  Range  R.  R. 

Duluth,  South  Shore  and  Atlantic  Rwy. 
Dunkirk,  Allegheny  Valley  and  Pitts¬ 
burg  II.  R. 

East  Broad  Top  R.  R.  and  Coal  Co. 
East  Coal  Steamship  Company. 

East  Tennessee  and  Western  North 
Carolina  R.  R. 

Eastern  Kentucky  Rwy. 

Elmira,  Cortland  and  Northern  R.  R. 
Erie  and  Wyoming  Valley  R.  R. 
Evansville  and  Terre  Haute  R.  R. 
Eureka  and  Palisade  II.  II. 

Eureka  Springs  Rwy. 

Eutawville  R.  R. 

Fall  Brook  Coal  Co. 

Fall  River  Line. 

Fitchburg  R.  II. 

Florida  Midland  Rwy. 

Florida  Southern  Rwy. 

Fonda,  Johnstown  and  Gloversville 
R.  R. 

Fort  Madison  and  Northwestern  Rwy. 
Fort  Worth  and  Denver  City  Rwy. 
Fort  Worth  and  Rio  Grande  R.  R. 

Fort  Wayne,  Cincinnati  and  Louisville 
R.  R. 

Fremont,  Elkhorn  and  Missouri  Valley 
R.  R. 

Franklin  and  Megantic  R.  R. 

Fulton  Co.  Narrow  Gauge  R.  R. 
Georgia  R.  R. 

Georges  Creek  and  Cumberland  R.  R. 
Gettysburg  and  Harrisburg  R.  R. 

Grand  Trunk  Rwy. 

Green  Bay,  Winona  and  St.  Paul  R.  R. 
Greenwich  and  Johnsonville  Rwy. 
Gulf,  Colorado  and  Santa  Fe  Rwy. 
Hannibal  and  St.  Joseph  R.  R. 
Hancock  and  Calumet  R.  R. 
Harrisburgh  and  Potomac  R.  R. 
Housatonic  R.  II. 

Herkimer,  Newport  and  Poland  R.  R. 
Huntington  and  Broad  Top  Mountain 
R.  II. 

Humeston  and  Shendandoah  R.  R. 

!  Illinois  and  St.  Louis  R.  R. 

Indiana,  Bloomington  and  Western 
Rwy. 

Indiana,  Illinois  and  Iowa  R.  R. 
Indiana  and  Illinois  Southern  R.  R. 
Indianapolis,  Decatur  and  Springfield 
Rwy. 

j  Iron  Rwy. 

Jacksonville  and  Atlantic  II.  R. 
Jacksonville,  Tampa  and  Key  West 
Rwy. 

Joliet,  Aurora  and  Northern  R.  R. 
Kansas  City.  St.  Joseph  and  Council 
Bluffs  R.  R. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


243 


Kanawha  and  Ohio  Rwy. 

Kentucky  Union  Rwy. 

Keokuk  and  Western  R.  R. 

Knoxville  and  Augusta  R.  R. 
Lackawanna  an(J  Pittsburgh  R.  R. 
Lake  Erie  and  Western  R.  R. 

Lake  Erie,  Alliance  and  Southern  Rwy. 
Lakeside  and  Marblehead  R.  R. 

Lake  Superior  Transit  Co. 

Lake  Shore  and  Michigan  Southern 
Rwy. 

Lehigh  and  Lackawanna  R.  R. 

Lehigh  and  Hudson  River  Rwy. 

Lehigh  Valley  R.  R. 

Long  Island  R.  R. 

Louisville,  Evansville  and  St.  Louis 
Rwy. 

Manchester  and  Lawrence  R.  R. 
Marietta  and  North  Georgia  R.  R. 
Marietta,  Columbus  and  Northern  R.  R. 
Mason  City  and  Fort  Dodge  R.  R. 
Meadville  and  Linesville  Rwy. 

Mineral  Range  R.  R. 

Milwaukee,  Lake  Shore  and  Western 
Rwy. 

Minneapolis  and  Pacific  Rw’y. 
Minneapolis  and  St.  Louis  Rwy. 
Minneapolis,  Sault  Ste.  Marie  and 
Atlantic  Rwy. 

Minnesota  and  Northwestern  R.  R. 
Mississiquoi  Valley  R.  R. 

Mississippi  River  and  Northwestern 
R.  R. 

Montana  Union  Rwy. 

Mont  Alto  R.  R. 

Montour  R.  R. 

Montpelier  and  Wells  River  R.  R. 
Montrose  Rwy. 

Naragansett  Pier  R.  R. 

Natchez  and  Vicksburg  Packet  Com¬ 
pany. 

Nevada  Central  Rwy. 

Nevada  County  Narrow  Gauge  R.  R. 
Nevada  and  California  R.  R. 

Newburg,  Dutchess  and  Connecticut 

R.  R. 

New  York,  Florida  and  Charleston 
Steamship  Companj-. 

New  York  Central  and  Hudson  River 

R.  R. 

New  York,  Chicago  and  St.  Louis  Rwy. 
New  York,  Lake  Erie  and  Western  R.  R. 
New  York,  Ontario  and  Western  Rwy. 
New  York  City  and  Northern  Rwy. 
New  York,  Pennsylvania  and  Ohio 
R.  R. 

New  York,  Providence  and  Boston  R.  R. 
New  York  and  Massachusetts  Rwy. 
New  York,  Susquehanna  and  Western 
R.  R. 

North  Pacific  Coast  Rwy. 

Northern  Adirondack  R.  R. 

Northern  California  R.  R. 

Norwich  and  New’  York  Transportation 
Co. 

Ohio  and  Mississippi  Rwy. 


Ohio  and  Northwestern  R.  R. 

Ohio  River  R.  R. 

Ohio  Southern  R.  R. 

Ohio  Valley  R.  R. 

Old  Colony  R.  R. 

Olympia  and  Chehalis  Valley  R.  R. 
Orange  Belt  Rwy. 

Oregon  and  California  R.  R. 

Oregon  Pacific  R.  R. 

Pacific  Coast  Rwy. 

Peachbottom  Rwy. 

Pennsylvania  Company. 

Pennsylvania  R.  R. 

Peoria  and  Pekin  Union  Rwy. 

Peoria,  Decatur  and  Evansville  Rwy. 
Perkiomen  R.  R. 

Philadelphia  and  Atlantic  City  R.  R. 
Philadelphia  and  Reading  R.  R. 
Philadelphia,  New’ton  and  New  York 
R.  R. 

Pittsburgh  and  Western  R.  R. 
Pittsburgh,  Cincinnati  and  St.  Louis 
Rwy. 

Pittsburgh,  Marion  and  Chicago  Rwy. 
Portland  and  Ogdensburgh  R.  R. 
Portland  Steam  Packet  Co. 

Port  Huron  and  Northwestern  Rwy. 
Potomac,  Fredericksburg  and  Piedmont 
R.  R. 

Providence  and  Springfield  R.  R. 
Providence,  Warren  and  Bristol  R.  R. 
Providence  and  Worcester  R.  R. 

Quincy,  Missouri  and  Pacific  R.  R. 
Richmond  and  Allegheny  R.  R. 

Rome  Ri  R. 

Rome  and  Carrollton  R.  R. 

Rome  and  Decatur  R.  R. 

Rock  Island  and  Peoria  Rwy. 

Rumford  Falls  and  Buckfield  R.  R. 
Sharpsville  R.  R. 

St.  Johns  and  Halifax  R.  R. 

St.  Joseph  and  Grand  Island  R.  R. 

St.  Joe  Rwy. 

St.  Louis  and  Chicago  Rwy. 

St.  Louis  and  Hannibal  R.  R. 

St.  Louis,  Alton  and  Terre  Haute  R.  R. 
St.  Louis,  Des  Moines  and  Northern 
Rwy. 

St.  Louis,  Kansas  City  and  Colorado 
R.  R. 

St.  Paul  and  Duluth  R.  R. 

St.  Paul,  Minneapolis  and  Manitoba 
Rwy. 

Saginaw,  Tuscola  and  Huron  R.  R. 

San  Francisco  and  North  Pacific  R.  R. 
Saratoga,  Mount  McGregor  and  Lake 
George  R.  R. 

Scioto  Valley  Rw-y. 

Shenandoah  Valley  R.  R. 

Shenango  and  Allegheny  R.  R. 
Shepaug,  Litchfield  and  Northern  R.  R. 
Silver  Lake  R.  R. 

Sinnemahoning  Valley  R.  R. 

Southern  Kansas  Rwy. 

South  Florida  R.  R. 

Syracuse  and  Baldwinsville  R.  R. 


244 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


Syracuse,  Ontario  ami  New  York  Rwy. 

Talladega  and  Coosa  Valley  R.  R. 

Tennessee  and  Coosa  R.  R. 

Tennessee  and  Ohio  Rwy. 

Terre  Haute  and  Peoria  R.  R. 

Tionesta  Valley  R.  R. 

Toledo  and  Ohio  Central  R.  R. 

Toledo,  Columbus  and  Southern  Rwy. 

Toledo,  Peoria  and  Western  Rwy. 

Toledo,  St.  Louis  and  Kansas  City 
R.  R. 

Tonawanda  Valley  and  Cuba  R.  R. 

Tuckerton  R.  R. 

Ulster  and  Delaware  R.  R. 

Utah  and  Nevada  Rwy. 

Utah  Central  Rwy. 

Valley  Rwy. 

Vaca  Valley  and  Clear  Lake  R.  R. 

Wabash  Western  Rwy. 

Other  railways  reported  that  for  varying  reasons  certain  traffic  was 
carried  over  their  lines  for  intermediate  distances  under  circum¬ 
stances  and  conditions  so  substantially  dissimilar  from  those  affecting 
longer  hauls  over  the  same  lines  and  in  the  same  directions  as,  in  the 
opinion  of  their  officers,  to  justify  greater  charges  for  the  former  than 
for  the  latter.  The  carriers  reporting  such  exceptional  conditions 
generally  set  them  forth  in  detail  in  their  replies,  quoting  specific 
rates  and  explaining  the  conditions  at  considerable  length.  These 
replies,  published  in  full  on  pages  141  to  232  of  the  First  Annual 
Report  of  the  Interstate  Commerce  Commission,  have  been  made  the 
basis  of  an  investigation  which  has  had  for  its  purpose  the  setting 
before  the  committee  of  the  present  adjustments  of  rates  as  between 
the  intermediate  hauls  and  the  longer  hauls  described  in  the  fourth 
section  of  the  act  to  regulate  commerce,  and  the  historical  develop¬ 
ment  of  these  adjustments  during  the  years  from  1887  to  1905 — 
that  is,  during  the  operation  of  the  Interstate  Commerce  law.  To 
this  end  the  Chairman  of  the  Committee  sent  to  each  of  the  officers 
now  holding  the  relations  to  the  railway  properties,  in  behalf  of 
which  greater  charges  for  intermediate  hauls  were  reported  in  1887, 
which  were  held  in  that  year  by  the  officers  signing  the  responses 
to  the  Commission’s  inquiry,  a  copy  of  the  reply  then  made,  together 
with  the  following  letter  of  inquiry : 


Waldens  Ridge  R.  R. 

Walkill  Valley  It.  It. 

Waynesburgh  and  Washington  R.  R. 
Western  and  Atlantic  R.  R. 

Western  Maryland  It.  R. 

Western  Rwy.  of  Florida. 

West  Shore  R.  R. 

West  Virginia  Central  and  Pittsburgh 
Rwy. 

White  River  R.  R. 

Wichita  and  Western  R.  It. 
Wilkesbarre  and  Western  Rwy. 
Wilmington  and  Northern  R.  R. 
Wilmington,  Chadbourn  and  Conway 
R.  R. 

Woodstock  R.  R. 

Youghiogheny  R.  R. 

Zanesville  and  Ohio  River  Rwy. 


Senate  of  the  United  States, 
Committee  on  Interstate  Commerce. 

Dear  Sir  :  You  are  no  doubt  aware  that  the  Committee  on  Interstate  Com¬ 
merce  of  the  Senate  was  directed  by  the  Senate  to  investigate  and  consider  the 
question  of  additional  legislation  to  regulate  interstate  commerce,  etc.,  and 
that  a  report  of  its  investigations  is  to  be  prepared  for  presentation  during  the 
coming  session  of  the  Congress. 

For  the  purposes  of  this  report  I  desire  certain  information,  and  shall  be 

obliged  if  you  will  read  the  inclosed  copy  of  a  letter  from  Mr. - ,  in  charge 

of  traffic  of  the - Railroad,  to  Mr.  C.  C.  McCain,  at  that  time  auditor  of 

the  Interstate  Commerce  Commission.  This  letter,  of  which  I  am  unable  to 
give  you  the  date,  was  in  response  to  a  circular  letter  of  Mr.  McCain’s  which 
bore  date  as  of  October  20,  1887.  Mr.  McCain’s  circular  letter  appears  on 
page  138  of  the  First  Annual  Report  of  the  Interstate  Commerce  Commission, 

and  Mr.  - ’s  response  appears  in  full  on  page -  of  the  same  volume. 

1  understand  that  as  -  of  the  -  Railroad  the  matters  formerly  in 

charge  of  Mr.  -  are  now  under  your  supervision.  If  I  am  not  correct,  I 

shall  be  obliged  if  you  will  refer  this  inquiry  to  the  proper  officer. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


245 


Having  read  Mr. - ’s  letter,  will  you  please  inform  me,  in  detail,  whether 

the  conditions  described  by  him  have  changed,  and  if  so,  how  and  when? 
Please  give  the  rates  now  in  effect  between  the  points  referred  to  in  his  letter, 
and  all  changes  which  have  occurred,  with  the  dates  on  which  they  were 
made.  Please  add  explanations  of  the  reasons  for  the  changes,  if  any  which 
have  occurred,  and  any  comment  upon  the  present  situation  by  way  of  expla¬ 
nation  that  occurs  to  you. 

In  addition  to  the  foregoing  I  shall  be  gratified  if  you  will  refer  me  to  as 
many  typical  instances  as  you  can  of  greater  charges  for  intermediate  than 
for  longer  hauls  over  the  same  line  and  in  the  same  direction,  whether  the  line 
is  that  of  a  single  carrier  or  is  over  a  route  composed  of  the  lines  of  two  or 
more  carriers,  either  wholly  by  rail  or  partly  by  rail  and  partly  by  water,  over 
which  freight  is  carried  under  an  arrangement  for  continuous  transportation. 

Assuring  you  of  my  appreciation  of  your  cooperation  in  this  matter  and 
requesting  the  favor  of  an  early  response,  I  remain, 

Very  respectfully,  yours, 


S.  B.  Elkins,  Chairman. 


The  following  pages  contain  the  responses  received  by  the  Commission  to 
Mr.  McCain’s  letter  of  October  20,  1887,  and  after  each  the  letters  from  the 
companies  now  controlling  the  same  properties  that  have  been  received  by  the 
Chairman  of  the  Committee  on  Interstate  Commerce.  Responses  to  the  present 
inquiry  are  printed  in  larger  type  than  those  to  the  Commission’s  inquiry  of 
the  year  1887. 

ATLANTIC  AND  PACIFIC  RAILROAD  COMPANY  (WESTERN  DIVISION).0 


Dear  Sir  :  Replying  to  your  circular  favor  of  the  23d,  which  was  addressed  to  me  at 
Topeka,  I  presume  that  the  circular  letter  to  which  you  refer  was  similar  to  the  one  ad¬ 
dressed  to  me  as  vice-president  of  the  California  Southern  and  California  Central  Rail¬ 
road  companies,  which  I  have  forwarded  to  our  traffic  manager,  Mr.  W.  F.  White,  for  in¬ 
formation,  and  I  am  advised  by  Mr.  White  that  he  replied  to  a  similar  letter  addressed 
to  him  in  the  following  language  : 

“  So  far  as  these  lines  are  concerned,  we  have  been  accepting  our  proportion  of  rates, 
which  are  less  than  intermediate  rates  on  business  between  Los  Angeles  and  San  Diego 
on  the  west,  and  the  Mississippi  River  and  points  east  thereof  on  the  east,  which  rates 
were  made  necessary  by  the  competition  of  water  carriers  and  foreign  railroads. 

“  With  this  exception  we  have  no  knowledge  of  having  deviated  from  section  4  of  the 
act  to  regulate  commerce,”  and  as  this  statement  of  the  facts  applies  as  well  to  the  At¬ 
lantic  and  Pacific  Railroad,  western  division,  as  to  the  California  Southern  and  California 
Central  roads,  I  presume  this  is  all  that  you  require. 

Yours,  truly, 

C.  W.  Smith. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


SANTA  FE  ROUTE.  CALIFORNIA  SOUTHERN  RAILROAD  COMPANY.  CALI¬ 
FORNIA  CENTRAL  RAILWAY'  COMPANY.0 

Dear  Sir  :  I  have  your  circular  letter  of  October  20,  addressed  to  me  as  traffic  man¬ 
ager  of  the  California  Southern  and  California  Central  Railroad  companies. 

So  far  as  these  lines  are  concerned,  we  have  been  accepting  our  proportions  of  rates, 
which  are  less  than  the  intermediate  rates,  on  business  between  Los  Angeles  and  San 
Diego  (on  the  west)  and  the  Missouri  River,  and  points  east  thereof  (on  the  east),  which 
rates  were  made  necessary  by  the  competition  of  water  carriers  and  foreign  railroads. 

With  this  exception,  we  have  no  knowledge  of  having  deviated  from  the  requirements 
of  section  4  of  the  act  to  regulate  commerce. 

We  have  filed  a  complete  set  of  our  tariffs  with  Mr.  Moseley,  secretary  of  your  Com¬ 
mission,  and  will  take  pleasure,  if  you  so  desire,  in  filing  with  you  a  duplicate  set.  This 
will  give  you  the  required  information  in  better  shape  than  could  be  done  in  a  state¬ 
ment. 

Very  truly,  yours,  W.  F.  White, 

Traffic  Manager  C.  S.  and  C.  C.  R.  R’s. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


o  This  property  is  now  operated  by  the  Atchison,  Topeka  and  Santa  Fe  Rail¬ 
way.  See  the  response  of  that  company  to  the  present  inquiry. 


246 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


THE  ATCHISON,  TOPEKA  AND  SANTA  FE  RAILWAY  SYSTEM. 

Chicago,  September  14,  1905. 

Dear  Sir  :  Replying  to  your  inquiry  regarding  departures  from  section  4  of 
the  interstate-commerce  act : 

The  conditions  described  by  Mr.  W.  F.  White  and  Mr.  C.  W.  Smith  in  their 
replies  to  letter  October  20,  1887,  from  C.  C.  McCain,  auditor  Interstate  Com¬ 
merce  Commission,  have  not  changed,  so  far  as  the  adjustment  of  freight  rates 
on  transcontinental  traffic  is  concerned.  We  are  still  confronted  with  the  com¬ 
petition  of  water  carriers  and  foreign  railroads,  and  this  competition  has  kept 
pace  with  the  rapid  development  of  the  Pacific  coast  country.  The  situation, 
however,  has  changed  with  our  company  to  the  extent  that  we  now  reach  San 
Francisco  and  other  California  terminal  points,  as  well  as  Los  Angeles  and 
San  Diego,  the  only  points  referred  to  by  Messrs.  White  and  Smith.  The 
through  rates  in  both  directions  between  these  California  terminal  points,  viz : 
San  Francisco,  Antioch,  Richmond,  Stockton,  Los  Angeles,  San  Diego,  and 
National  City  on  the  one  hand,  and  eastern  defined  terminals  on  the  other, 
as  shown  in  Sante  Fe  tariffs  5769-A,  I.  C.  C.  318,  and  5970-B,  I.  C.  C.  375, 
have  gone  through  many  revisions  since  1887. 

I  am  sending  you  under  separate  cover  copy  of  tariff  5970-B.  Our  supply  of 
the  other  tariff  is  exhausted,  but  the  Interstate  Commerce  Commission  file  num¬ 
ber  will  enable  you  to  locate  copy  in  the  office  of  the  auditor  of  the  Commission. 
You  will  see  from  these  tariffs  that  several  hundred  commodity  rates  are  pro¬ 
vided  to  apply  on  various  articles,  and  it  would  be  practically  impossible  to 
compile  a  statement  which  would  answer  your  inquiry  as  to  changes  which  have 
occurred  in  these  rates  since  1887,  and  such  statement,  if  prepared,  would,  we 
think,  by  reason  of  its  voluminous  size,  fail  to  serve  any  particular  purpose.  It 
is  possible,  however,  to  prepare  such  an  exhibit,  but  by  reason  of  the  long  term 
of  years  and  hundreds  of  commodities  covered  considerable  time  would  be 
required  for  its  compilation.  I  will  not  undertake  this  work  until  I  hear  from 
you  further  on  the  subject. 

Our  rates  between  El  Paso,  Tex.,  and  Missouri  River  and  eastern  defined 
territories,  as  shown  in  our  tariffs  5712-H,  I.  C.  C.  416,  and  5719-J,  I.  C.  C. 
412  (copies  to  you  under  separate  cover)  show  many  instances  of  rates  lower 
than  charged  to  intermediate  points.  This  is  justified  by  the  fact  that  El 
Paso,  Eagle  Pass,  and  Laredo,  Tex.,  are  the  gateways  to  the  Republic  of 
Mexico.  The  rates  to  El  Paso  must  be  kept  on  a  parity  with  those  at  the  other 
gateways.  The  rates  to  these  gateways  apply  largely  on  Mexican  traffic,  and 
the  rail  rates  between  Mexico  and  the  United  States  are  affected  by  water  com¬ 
petition,  there  being  regular  lines  of  steamers  engaged  in  the  service  between 
Mexican  ports  and  the  ports  of  this  country.  The  dissimilarity  of  conditions 
thus  created  as  between  El  Paso  and  points  intermediate  thereto  was  recog¬ 
nized  by  the  Interstate  Commerce  Commission  in  its  early  days.  (See  Inter¬ 
state  Commerce  Commission  Reports,  vol.^1,  p.  30.) 

Another  case  of  greater  charges  for  intermediate  than  for  longer  hauls  over 
the  same  line  and  in  the  same  direction  occurs  in  our  tariff  between  Galveston, 
Tex.,  and  Phoenix,  Ariz.  You  will  note  by  referring  to  the  map  of  our  system 
that  our  route  between  these  points  is  somewhat  circuitous,  running  through 
the  States  of  Kansas  and  Colorado,  and  our  distance  2,019  miles,  while  the 
lines  of  our  competitors  run  practically  direct,  their  distance  being  1,313  miles. 
The  dissimilarity  of  conditions  at  our  intermediate  points  justify  nonobserv¬ 
ance  of  Galveston-Phoenix  rates  as  maximum  at  intermediate  points. 

Corresponding  conditions  are  found  in  our  rates  between  Galveston,  Tex., 
and  California  terminals,  and  between  Galveston,  Tex.,  and  El  Paso. 

Also  between  Galveston,  Tex.,  and  Kansas  City,  Chicago  and  the  East,  the 
latter  being  justified  by  water  competition.  There  is  a  certain  relation  between 
the  freight  rates  from  eastern  points  to  Texas  points  via  the  water  routes  by 
way  of  New  York  and  Galveston,  and  in  fixing  all-rail  rates  from  these  defined 
territories  to  Galveston  those  water  rates  are  taken  into  consideration. 

I  shall  be  pleased  to  give  you  any  further  information  on  the  subject  which 
you  may  desire. 

Yours,  truly, 

Hon.  S.  B.  Elkins. 

Chair  man  Committee  on  Interstate  Commerce, 

Washington,  />.  C. 


J.  E.  Gorman. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


247 


ATLANTIC  COAST  LINE. 

Dear  Sir  :  Replying  to  your  circular  of  October  20,  1887.  As  a  rule,  we  have  between 
points  on  our  line  no  rates  that  are  lower  for  a  long  than  a  short  distance,  the  following 
being  the  exceptions  : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

F. 

H. 

To  Tarboro,  N.  C.,  from— 
Boston  and  Providence  - . . 

100 

80 

70 

55 

45 

40 

33 

37 

39 

32 

50 

68 

48 

New  York  and  Philadel¬ 
phia  . . - . 

95 

75 

65 

50 

40 

35 

28 

32 

34 

27 

45 

58 

43 

Baltimore . . 

85 

68 

57 

45 

36 

30 

26 

26 

31 

22 

36 

48 

38 

Richmond  and  Peters¬ 
burg  - . . . 

65 

53 

45 

35 

30 

25 

19 

22 

23 

16 

32 

39 

25 

Highest  intermediate  rates: 
To  Rocky  Mount,  from— 
Boston  and  Provi¬ 
dence  _ _ 

110 

96 

81 

67 

55 

42 

36 

41 

41 

34 

55 

74 

65 

New  York  and  Phila-' 
delphia . . . 

105 

91 

76 

62 

50 

37 

31 

36 

36 

29 

50 

64 

60 

Baltimore . . 

99 

85 

70 

58 

46 

33 

27 

32 

32 

25 

46 

56 

56 

Richmond  and  Peters¬ 
burg  _ 

75 

65 

54 

44 

35 

25 

19 

24 

24 

17 

as 

44 

43 

To  Wilmington,  N.  C., 
from — 

Boston  and  Provi¬ 
dence  . . . . . 

75 

65 

58 

47 

33 

24 

21 

21 

21 

19 

33 

38 

34 

New  York  and  Phila¬ 
delphia  _ 

70 

60 

53 

42 

28 

19 

16 

16 

16 

14 

28 

28 

29 

Baltimore  _ 

66 

58 

51 

40 

26 

18 

15 

15 

15 

13 

26 

27 

28 

Richmond  and  Peters¬ 
burg  . . 

64 

55 

50 

38 

25 

17 

14 

13 

14 

11 

25 

25 

25 

To  Burgaw,  from— 

Boston  and  Providence 

110 

96 

84 

70 

58 

47 

37 

41 

41 

37 

58 

74 

65 

New  York  and  Phila¬ 
delphia  . . 

105 

91 

79 

65 

53 

42 

32 

36 

36 

32 

53 

64 

60 

Baltimore _ 

99 

85 

73 

61 

49 

35 

28 

32 

32 

28 

49 

56 

56 

Richmond  and  Peters¬ 
burg  . . . 

75 

65 

57 

47 

38 

30 

20 

27 

24 

20 

38 

44 

43 

To  Charleston,  S.  C., 
from — 

Boston  and  Providence 

70 

58 

55 

50 

45 

30 

30 

30 

30 

30 

40 

60 

30 

New  York  and  Phila¬ 
delphia  _ _ _ 

70 

58 

55 

50 

45 

30 

30 

30 

30 

30 

40 

60 

30 

Baltimore _ _ 

50 

45 

40 

35 

25 

18 

17 

17 

17 

17 

30 

34 

25 

Richmond  and  Peters¬ 
burg  . . . . . . 

50 

45 

40 

35 

25 

18 

17 

17 

17 

17 

30 

34 

25 

To  Oakley,  from — 

Boston  and  Providence 

120 

104 

95 

80 

64 

53 

43 

48 

41 

40 

66 

76 

71 

New  York  and  Phila¬ 
delphia  _ _ _ 

115 

99 

90 

75 

59 

48 

38 

43 

36 

as 

61 

66 

66 

Baltimore _ 

109 

93 

84 

71 

55 

44 

34 

39 

32 

31 

57 

58 

62 

Richmond  and  Peters¬ 
burg  — 

105 

90 

81 

68 

52 

42 

33 

38 

31 

30 

55 

56 

60 

To  Columbia,  S.  C.,  from— 
Boston  and  Providence 

101 

86 

75 

63 

52 

42 

33 

47 

37 

36 

48 

71 

59 

New  York  and  Phila¬ 
delphia  _ 

96 

81 

70 

58 

47 

37 

28 

42 

32 

31 

43 

61 

54 

Baltimore . . 

89 

75 

65 

53 

43 

34 

26 

39 

29 

28 

40 

55 

51 

Richmond  and  Peters¬ 
burg  _ 

76 

64 

56 

45 

a5 

25 

16 

27 

25 

23 

28 

45 

45 

To  Congaree  from — 

Boston  and  Providence 

115 

101 

90 

76 

61 

48 

42 

47 

41 

39 

60 

74 

69 

New  York  and  Phila¬ 
delphia  _ 

110 

96 

85 

71 

56 

43 

37 

42 

36 

34 

55 

64 

64 

Baltimore  . . . . . 

104 

90 

79 

67 

52 

39 

as 

38 

32 

30 

51 

56 

60 

Richmond  and  Peters¬ 
burg  — 

100 

87 

76 

64 

47 

37 

30 

35 

30 

26 

49 

54 

55 

To  Wadesboro,  S.  C., 
from— 

Boston  and  Providence 

no 

96 

84 

70 

58 

47 

37 

44 

43 

37 

58 

78 

69 

New  York  and  Phila¬ 
delphia  _ 

105 

91 

79 

65 

53 

42 

32 

39 

38 

32 

53 

68 

64 

Baltimore _ _ _ 

99 

85 

73 

61 

49 

38 

28 

34 

34 

28 

40 

60 

60 

Richmond  and  Peters¬ 
burg  _ _ _ 

75 

65 

57 

47 

38 

30 

20 

27 

26 

20 

38 

48 

47 

Charleston,  S.  C _ 

64 

54 

454 

38 

30 

25 

16 

22 

21 

15 

30 

41 

36 

To  Bennetts,  from — 

Boston  and  Providence 

120 

104 

90 

74 

56 

44 

37 

44 

41 

39 

61 

74 

65 

New  York  and  Phila¬ 
delphia . . . 

na 

99 

85 

69 

51 

39 

32 

39 

36 

34 

56 

64 

60 

Baltimore _ 

109 

93 

79 

65 

47 

35 

28 

35 

32 

30 

52 

58 

56 

Richmond  and  Peters¬ 
burg  . . . . 

90 

pftf 

*  i 

69 

57 

40 

33 

26 

30 

28 

23 

44 

50 

47 

Charleston . . 

70 

60 

50 

44 

34 

26 

18 

22* 

22 

15* 

34 

42 

42 

248 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


ATLANTIC  COAST  LINE— Continued. 


1. 

2. 

3. 

4. 

5. 

6. 

A 

B. 

C. 

D. 

E. 

F. 

H. 

Highest  intermediate  rates— 
Continued. 

To  Fayetteville,  N.  C., 
from — 

Boston  and  Providence 

110 

96 

84 

66 

51 

Oi 

36 

38 

37 

31 

51 

68 

53 

New  York  and  Phila¬ 
delphia . . . 

105 

91 

79 

61 

46 

32 

31 

33 

32 

26 

46 

58 

48 

Baltimore... . . 

99 

85 

73 

57 

42 

28 

27 

29 

28 

22 

42 

50 

44 

Richmond  and  Peters¬ 
burg  . . . 

75 

65 

57 

’43 

31 

20 

19 

21 

20 

14 

31 

38 

31 

To  Wade,  from — 

Boston  and  Providence 

110 

96 

84 

70 

58 

47 

37 

42 

43 

37 

58 

78 

69 

New  York  and  Phila¬ 
delphia _ _ _ 

105 

91 

79 

65 

53 

42 

32 

37 

38 

32 

53 

68 

64 

Baltimore . . 

99 

85 

73 

61 

49 

38 

28 

33 

34 

28 

49 

60 

60 

Richmond  and  Peters¬ 
burg  . . . 

75 

65 

57 

47 

38 

30 

20 

27 

26 

20 

38 

48 

47 

Wilmington,  N.  C.,  to  Co¬ 
lumbia,  S.  C . 

51 

46 

a5 

28 

22 

21 

12 

18 

12 

12 

15 

24 

34 

To  Congaree . . 

62 

57 

51 

45 

38 

32 

27 

32 

23 

21 

38 

45 

45 

Wilmington,  N.  C.,  to 
Charleston,  S.  C  .  . . 

40 

38 

35 

30 

20 

16 

15 

15 

15 

14 

25 

25 

20 

To  Oakley _ _ 

92 

79 

66 

52 

43 

36 

30$ 

36 

26 

25 

43 

53 

52 

The  rates  from  eastern  cities  to  Tarborough  are  controlled  by  the  water  lines  to  Nor¬ 
folk  and  thence  by  water  and  water  and  rail  to  Tarborough,  our  rates  being  no  lower  at 
any  time  than  the  rates  so  made  by  the  lines  referred  to. 

.  The  rates  to  Wilmington  are  controlled  by  the  ocean  lines,  our  rates  being  always 
higher  than  the  ocean-line  rates. 

The  rates  to  Fayetteville  are  controlled  by  the  ocean  lines  to  Wilmington,  in  connec* 
tion  with  the  rates  of  the  lines  on  the  Cape  Fear  River,  our  rates  being  higher  than  the 
rates  of  the  water  lines. 

The  rates  to  Charleston  are  controlled  by  the  ocean  lines,  our  rates  being  higher  than 
the  rates  of  the  ocean  lines. 

The  rates  to  Columbia  are  controlled  by  the  ocean  lines  to  Charleston  and  the  rates 
from  Charleston  to  Columbia  authorized  by  the  South  Carolina  Railway  Commission,  our 
rates  being  the  same  as  by  that  line. 

The  rates  to  Wadesborough  are  controlled  by  the  ocean  rates  to  Wilmington,  plus  the 
rates  of  the  Carolina  Central  road  from  Wilmington  to  Wadesboi*ough. 

The  rates  to  Goldsboro  are  controlled  by  the  ocean  lines  working  via  New  Berne,  N.  C., 
and  the  Atlantic  and  North  Carolina  Railroad  thence  to  Goldsborough. 

While  Goldsborough  at  present  is  not  one  of  the  points  to  which  lower  rates  are  made 
for  the  long  than  the  short  distance,  it  is  mentioned  here  because  it  is  likely  to  become 
one  at  any  moment,  as  the  competition  created  by  the  lines  via  New  Berne  seriously 
threatens  the  maintenance  of  our  rates  to  Goldsborough,  which  are  all  much  higher  than 
the  rates  in  use  by  the  line  via  New  Berne. 

Wherever  the  rates  are  lower  from  eastern  cities  for  long  distances  than  short,  they 
are  also  lower  from  Richmond  and  Wilmington. 

WTilmington,  by  long  usage,  which  is  regarded  as  equitable,  has  used  the  same  rates  as 
Charleston,  the  Charleston  rates  being  fixed,  in  most  part,  by  the  line  leading  directly 
through  Augusta,  to  wit,  the  South  Carolina  Railway,  the  rates  from  Richmond  being 
always  the  same  as  the  rates  from  Norfolk  or  Portsmouth,  these  two  points,  in  the  terri¬ 
tory  we  reach,  having  relatively  the  same  commercial  position  as  well  as  equality  of  dis¬ 
tance. 

The  above  seems  to  embrace  all  points  on  the  system  of  the  Atlantic  Coast  Line,  its 
branches,  and  leased  lines  where  the  rates  are  less  for  a  long  than  a  short  distance  in 
the  same  direction — the  shorter  being  within  the  longer. 

There  are,  of  course,  many  points  beyond  our  termini  to  which  we  have  lower  rates  for 
long  distances  than  intermediate  points,  such  as  Savannah,  Jacksonville,  Augusta,  At¬ 
lanta,  Montgomery,  Mobile,  etc.  These  rates  are  made  by  other  lines  for  causes  which 
we  do  not  control,  and  in  the  making  of  which  rates  we  can  not  necessarily  have  a  voice. 
We  either  adopt  them  as  our  rates  or  withdraw  from  competition  in  case  we  find  the 
rates  unremunerative. 

We  have  endeavored  to  so  adjust  our  rates  as  to  conform  strictly  to  the  requirements 
of  the  law,  as  we  understand  it,  and  in  accordance  with  decisions  rendered  by  your  Com¬ 
mission  from  time  to  time.  We  find  occasionally  errors  in  our  rates,  which  we  correct 
whenever  they  appear  or  when  our  attention  is  called  to  them. 

Yours,  respectfully,  Sol.  Haas, 

T.  M. 

C.  C.  McCain,  Esq., 

Auditor  interstate  Commerce  Commission ,  Washington ,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


249 


CAPE  FEAR  AND  YADKIN  VALLEY  RAILWAY  COMPANY.® 

Dear  Sir  :  In  my  letter  of  November  1st  I  made  a  mistake  in  the  wording.  Please 
substitute  this  letter  in  the  place  of  that  one. 

There  is  only  one  point  on  our  road  to  and  from  which  the  Interstate  rates  are  less 
than  the  rates  to  or  from  less  distant  points  in  the  same  direction  over  the  same  line. 
The  place  referred  to  is  Fayetteville,  N.  C.,  and  the  rates  are  less  to  and  from  that  point 
in  order  to  compete  with  lines  of  steamboats  on  the  Cape  Fear  River. 

Yours,  truly, 

J.  W.  Fry, 

General  Superintendent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


ATLANTIC  COAST  LINE  RAILROAD  COMPANY. 

Wilmington,  N.  C.,  September  IS,  1905. 

Dear  Sir  :  Referring  further  to  your  letter  without  date,  covering  copy  of 
letter  from  Mr.  Sol  Haas,  formerly  traffic  manager  of  this  line,  dated  in  1887, 
giving  certain  information  in  regard  to  rates,  I  beg  to  say  that  I  have  gone  over 
this  matter  very  carefully  and  have  shown  on  the  copy  of  Mr.  Haas’s  letter 
(in  red  ink)  the  present  rates  between  points  covered  by  said  letter.  From 
same  you  will  note  there  has  been  a  material  decrease  in  the  rates  which  has 
taken  place  from  time  to  time,  and  in  many  cases  you  will  note  that  inter¬ 
mediate  rates  have  been  brought  nearer  into  line  with  rates  to  water-competi¬ 
tive  and  similar  points.  The  situation  as  outlined  by  Mr.  Haas  has  not 
changed  in  other  respects. 

In  reply  to  the  last  clause  of  your  letter  I  would  state  that  there  are  many 
points  in  Georgia  known  as  commercial  centres,  such  as  Atlanta,  Macon,  etc., 
which  have  for  years  and  continue  to  enjoy  lower  rates  than  intermediate 
shorter  distance  points,  but  few  of  the  important  ones  are  located  on  our  line, 
and  I  presume  you  will  get  such  data  as  you  desire  in  relation  to  them  from 
the  terminal  lines. 

I  shall  be  very  glad  to  furnish  you  with  any  additional  information  you  may 
desire. 

I  beg  to  remain,  very  truly,  yours,  T.  M.  Emerson. 

Third  Vice-President. 

Hon.  S.  B.  Elkins, 

Committee  on  Interstate  Commerce, 

Washington,  D.  C. 


Statement  showing  the  rates  noio  in  force  between  the  points  covered  by  Mr. 

Haas's  letter  of  1887. 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

F. 

H. 

To  Tarboro,  N.  C.,  from— 
Boston  and  Providence  . . . 

89 

78 

65 

50 

35 

31 

32 

32 

28 

42 

60 

39 

New  York  and  Philadel¬ 
phia  . 

80 

65 

55 

45 

35 

30 

26 

27 

27 

22 

37 

50 

34 

Baltimore. _ _ 

65 

55 

45 

30 

25 

22 

23 

20 

18 

32 

35 

30 

Richmond  and  Petersburg 

55 

45 

35 

30 

25 

20 

17 

20 

17 

15 

27 

30 

25 

Highest  intermediate  rates: 

To  Rocky  Mount,  from — 
Boston  and  Providence 

89 

78 

66 

52 

46 

37 

33 

38 

37 

34 

46 

72 

52 

New  York  and  Phila¬ 
delphia.. . . 

84 

73 

61 

47 

41 

32 

28 

33 

32 

29 

41 

62 

47 

Baltimore _ _ 

78 

67 

55 

43 

37 

28 

24 

29 

28 

25 

37 

54 

43 

Richmond  and  Peters¬ 
burg  . . . . 

56 

46 

39 

29 

26 

19 

15 

20 

19 

17 

26 

38 

29 

To  Wilmington,  N.  C., 
from— 

Boston  and  Providence 

68 

57 

48 

41 

33 

24 

21 

21 

21 

19 

33 

33 

34 

New  York  and  Phila¬ 
delphia _ _ 

63 

52 

43 

36 

28 

19 

16 

16 

16 

14 

28 

28 

29 

Baltimore . . 

57 

46 

37 

32 

24 

16 

14 

14 

14 

13 

24 

25 

25 

Richmond  and  Peters¬ 
burg  . . 

50 

40 

31 

26 

20 

15 

13 

13 

13 

11 

22 

22 

23 

°  This  property  is  now  controlled  by  the  Atlantic  Coast  Line.  See  response  of  that 
company  to  the  present  inquiry. 


250 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  showing  the  rates  now  in  force  between  the  points  covered  by  Mr. 

Haas's  letter  of  1887 — Continued. 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

F. 

H 

Highest  intermediate  rates — 
Continued. 

To  Burgaw,  from — 

Boston  and  Providence 

96 

85 

72 

58 

51 

41 

34 

40 

39 

37 

51 

74 

58 

New  York  and  Phila¬ 
delphia . 

91 

80 

67 

53 

46 

36 

29 

35 

34 

32 

46 

64 

53 

Baltimore . 

85 

74 

61 

49 

42 

32 

25 

31 

30 

28 

42 

56 

49 

Richmond  and  Peters¬ 
burg  . . . . 

68 

58 

48 

38 

33 

25 

18 

24 

23 

21 

33 

44 

38 

To  Charleston,  S.  C., 
from — 

Boston  and  Providence 

73 

61 

48 

34 

30 

26 

251 

25* 

254 

25 

321 

47! 

30 

New  York  and  Phila¬ 
delphia  . 

70 

58 

48 

34 

28 

24f 

231 

231 

231 

23 

32 

434 

30 

Baltimore _ _  . 

60 

50 

45 

34 

26 

18 

17 

17 

19 

12 

30 

34 

26 

Richmond  and  Peters¬ 
burg  . . . 

65 

55 

48 

40 

30 

25 

20 

20 

17 

17 

30 

30 

30 

To  Oakley,  from — 

Boston  and  Providence 

103 

92 

79 

65 

55 

451 

36 

411 

41 

36 

564 

76 

671 

New  York  and  Phila¬ 
delphia  . 

98 

87 

74 

60 

50 

404 

31 

361 

36 

31 

511 

66 

624 

Baltimore _ 

92 

81 

68 

56 

46 

3  8s 

27 

321 

29 

32 

27 

47! 

44 

581 

47 

Richmond  and  Peters¬ 
burg  - - - 

85 

75 

62 

50 

40 

24 

28 

24 

50 

To  Columbia,  S.  C.,  from — 
Boston  and  Providence 

101 

86 

75 

63 

52 

42 

33 

40 

37 

* 

48 

71 

59 

New  York  and  Phila¬ 
delphia  . . 

96 

81 

70 

58 

47 

37 

28 

35 

32 

31 

43 

61 

54 

Baltimore  _ _ _ 

89 

75 

65 

53 

43 

34 

26 

32 

29 

28 

40 

55 

51 

Richmond  and  Peters¬ 
burg  - - - 

76 

64 

59 

50 

41 

34 

18 

27 

24 

20 

36 

44 

48 

To  Congaree,  from— 

Boston  and  Providence 

103 

92 

79 

65 

55 

44 

36 

41! 

41 

36 

564 

76 

65 

New  York  and  Phila¬ 
delphia  . . . . 

98 

87 

74 

60 

50 

39 

31 

36! 

36 

31 

51! 

66 

60 

Baltimore . . 

92 

81 

68 

56 

46 

35 

27 

324 

32 

27 

47! 

58 

56 

Richmond  and  Peters¬ 
burg  . . 

85 

75 

62 

50 

4C 

32 

24 

29 

28 

24 

44 

50 

47 

To  Wadesboro,  S.  C., 
from— 

Boston  and  Providence 

96 

85 

72 

58 

51 

41 

34 

40 

39 

36 

51 

76 

58 

New  York  and  Phila¬ 
delphia  _ _ 

91 

80 

67 

53 

46 

36 

29 

35 

34 

31 

46 

66 

53 

Baltimore  ...  _ 

85 

74 

61 

44 

42 

32 

25 

31 

30 

27 

42 

58* 

49 

Richmond  and  Peters¬ 
burg  . .  . . 

68 

58 

48 

38 

33 

25 

18 

24 

23 

20 

33 

46 

38 

Charleston,  S.  C _ 

56 

46 

36 

28 

22 

21 

16 

19 

16 

14 

24 

32 

28 

To  Bennetts,  from — 

Boston  and  Providence 

103 

92 

79 

65 

55 

44 

36 

411 

41 

36 

564 

76 

65 

New  York  and  Phila¬ 
delphia  . . . 

98 

sr 

74 

60 

50 

39 

31 

361 

36 

31 

51 1 

66 

60 

Baltimore... . . 

92 

81 

68 

56 

46 

35 

27 

324 

32 

27 

47! 

58 

56 

Richmond  and  Peters¬ 
burg  . . 

80 

70 

60 

50 

40 

32 

22 

28 

25 

22 

41 

50 

47 

Charleston. . . 

60 

55 

44 

37 

30 

24 

18 

224 

20 

16 

31 

35 

37 

To  Fayetteville,  N.  C., 
from— 

Boston  and  Providence 

96 

85 

72 

58 

48 

35 

33 

29 

28 

25 

48 

54 

48 

New  York  and  Phila¬ 
delphia  . . 

91 

80 

67 

53 

43 

30 

28 

24 

23 

20 

43 

44 

43 

Baltimore  . 

85 

74 

61 

49 

39 

26 

24 

20 

19 

16 

39 

36 

39 

Richmond  and  Peters¬ 
burg  . 

68 

58 

48 

33 

31 

20 

18 

18 

17 

14 

31 

34 

31 

To  Wade,  from — 

Boston  and  Providence 

96 

85 

72 

58 

51 

41 

34 

40 

39 

36 

51 

76 

58 

New  York  and  Phila¬ 
delphia  _ _ 

91 

80 

67 

53 

46 

36 

29 

35 

34 

31 

46 

66 

53 

Baltimore. . . . 

85 

74 

61 

49 

42 

32 

25 

31 

30 

27 

42 

58 

49 

Richmond  and  Peters¬ 
burg  . 

68 

58 

48 

38 

33 

25 

18 

24 

23 

20 

33 

46 

38 

Wilmington,  N.  C.,  to  Co¬ 
lumbia,  S.  C-. . . . 

51 

46 

35 

28 

22 

21 

12 

18 

12 

12 

15 

24 

34 

To  Congaree . . . 

62 

57 

48 

41 

38 

32 

22 

261 

22 

181 

38 

41 

41 

Wilmington,  N.  C.,  to 
Charleston,  S.  C . 

40 

38 

35 

30 

20 

16 

15 

15 

15 

11 

25 

25 

20 

To  Oakley . . . 

63 

58 

49 

41* 

39 

33 

22i 

27 

22! 

18! 

39 

411 

411 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


251 


Wilmington,  N.  C.,  September  28,  1905. 

Dear  Sir  :  Referring  to  your  favor  of  the  9th,  covering  copy  of  letter  from 
J.  W.  Fry,  formerly  general  superintendent  of  the  Cape  Fear  and  Yadkin 
Valley  Railway  Company,  in  regard  to  rates  on  that  road,  I  beg  to  say  that  that 
part  of  this  road  between  Sanford  and  Wilmington,  N.  C.,  and  the  branch  from 
Fayetteville,  N.  C.  to  Bennetsville,  S.  C.,  are  now  part  of  the  Atlantic  Coast 
Line  Railway  Company,  and  Fayetteville  is  the  only  point  thereon  where  the 
rates  are  less  for  the  longer  than  for  the  shorter  distances ;  this  being  caused 
by  water  competition  via  the  Atlantic  Ocean  and  the  Cape  Fear  River. 

I  inclose  sheet  showing  rates  from  New  York,  Baltimore,  and  Richmond  to 
Wade,  N.  C.,  the  first  station  north  of  Fayetteville  and  also  to  Fayetteville, 
which  shows,  with  the  exception  of  a  very  few  classes,  that  the  rates  even  in 
this  case  are  not  higher  for  the  longer  than  for  the  shorter  distances. 

Yours,  very  truly, 

T.  M.  Emerson, 

Third  Vice-President. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Washington,  D.  C. 

(The  statement  referred  to  in  the  foregoing  is  as  follows :) 


From— 

To— 

y - 

Per  hundred  pounds. 

Per 

bbl. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

("Wade.  _ 

91 

80 

67 

53 

46 

36 

29 

35 

34 

31 

46 

53 

66 

XHGW  JL  OI  K _ 

(Fayetteville . 

91 

80 

67 

53 

43 

30 

28 

24 

23 

20 

43 

43 

44 

(Wade. . . . . 

85 

74 

61 

49 

42 

32 

25 

31 

30 

27 

42 

49 

58 

t  Fayetteville . 

85 

74 

61 

49 

39 

26 

24 

20 

19 

16 

39 

39 

36 

/Wade . . 

68 

58 

48 

38 

33 

25 

18 

24 

23 

20 

33 

38 

46 

Jiiilt/IlLuUlKl  ........ 

/Fayetteville _ 

68 

58 

48 

38 

31 

20 

18 

18 

17 

14 

31 

31 

34 

BALTIMORE  AND  OHIO  RAILROAD  COMPANY. 

Dear  Sir  :  In  reply  to  your  circular  letter  of  the  20th  ultimo.  I  beg  to  say  : 

(1)  That  between  points  upon  the  railroads  owened  or  operated  by  this  company,  under 
lease  or  otherwise,  there  is  no  interstate  rate  for  passengers  or  freight  greater  for  the 
shorter  than  for  the  longer  distance. 

(2)  The  “joint-tariff”  rates  on  interstate  passenger  and  freight  made  by  this  com¬ 
pany,  and  in  combination  with  other  roads,  are  in  no  case  greater  for  the  shorter  than  for 
the  longer  distance. 

This  company,  upon  freight  destined  to  points  south  of  the  Chesapeake  and  Ohio  Rail¬ 
road  and  the  Ohio  River,  or  to  interior  points  on  the  Pacific  roads,  does  name  its  regular 
rates  from  the  point  of  shipment  to  the  point  of  junction  with  the  connecting  lines,  and 
the  connecting  lines  name  their  rates  from  point  of  junction  to  destination,  and  the  com¬ 
bined  rate  thus  fixed  is  in  some  instances  greater  than  the  joint  through  rate  to  more 
distant  points  beyond,  the  lines  lying  south  of  the  Ohio  River  and  the  Pacific  roads  claim¬ 
ing  the  right  to  thus  name  this  "greater  rate,  hut  this  company  itself  in  no  case  partici¬ 
pates  In  the  addition. 

Very  respectfully,  S.  Spencer, 

Vice-President. 

Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


THE  BALTIMORE  AND  OHIO  RAILROAD  COMPANY. 

% 

October  6,  1905. 

Dear  Sir  :  Answering  your  letter  to  Mr.  C.  S.  Wight,  our  manager  freight 
traffic,  with  respect  to  long  and  short  haul  rates  over  the  Baltimore  and  Ohio 
Railroad,  and  calling  his  particular  attention  to  letter  of  Mr.  S.  Spencer,  vice- 
president  of  the  Baltimore  and  Ohio  Railroad  Company,  to  Mr.  C.  C.  McCain, 
auditor  of  the  Interstate  Commerce  Commission,  in  response  to  the  latter’s 
circular  letter  of  October  20,  1887,  I  beg  to  say  that  the  conditions  in  1887  cov¬ 
ering  rates  to  southern  and  Pacific  coast  points,  as  described  by  Mr.  Spencer,  are 
practically  the  same  to-day,  except  that  there  have  been,  in  some  cases,  changes 
in  the  bases  for,  and  extensions  of  the  divisions  writh,  southern  and  western 
lines,  this  feature  not  affecting  the  rate  situation  so  far  as  shippers  are  con¬ 
cerned,  but  being  merely  a  matter  of  divisions  between  the  railroad  companies. 

With  reference  to  the  request  for  all  changes  in  rates  between  such  southern 
and  Pacific  coast  points,  with  the  dates  on  which  they  were  made,  I  regret  to 


252 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


say  that  the  fire  of  February  7,  1904,  destroyed  our  records,  making  it  impossi¬ 
ble  to  furnish  this  information.  Moreover,  in  the  eighteen  years  since  1887  the 
rate  changes  have  been  so  numerous  that  it  would  be  a  work  of  great  magni¬ 
tude  to  extract  and  furnish  them  all.  All  such  changes,  however,  were  duly 
filed  with  the  Interstate  Commerce  Commission,  and  no  doubt  are  now  among 
its  records. 

Answering  the  request  in  the  latter  part  of  your  letter  for  as  many  typical 
instances  as  possible  of  greater  charges  for  intermediate  than  for  longer  hauls 
over  the  same  line  in  the  same  direction,  I  beg  to  attach  hereto  a  statement 
of  a  number  of  such  instances,  covering  both  class  and  commodity  rates.  I 
may  add  that  the  fact  that  in  order  to  participate  in  the  business  at  the  long- 
haul  point  we  meet  the  rate  already  established  there  by  the  competing  water 
line  or  short-line  railroad  in  no  way  disturbs  the  existing  rate  situation  at  that 
or  intermediate  points,  except  in  some  instances  to  effect  a  reduction  to  inter¬ 
mediate  points  from  combinations  based  upon  the  competitive  rate  to  the 
long-haul  point  plus  the  local  back. 

With  respect  to  our  passenger  rates,  I  beg  to  advise  that  the  situation  de¬ 
scribed  by  Mr.  Spencer  remains  unchanged,  there  being  no  interstate  passen¬ 
ger  rates,  joint  or  local,  for  passengers  of  the  same  class,  and  under  like  condi¬ 
tions,  greater  for  the  shorter  than  for  the  longer  distance. 

Yours,  very  respectfully, 

Geo.  F.  Randolph. 


Hon.  S.  B.  Elkins, 

U.  8.  Senate,  Washington,  D.  G. 


Fh'st  Vice-President. 


(The  statement  referred  to  in  the  foregoing  is  as  follows :) 

INSTANCES  OF  GREATER  CHARGES  BEING  MADE  FOR  INTERMEDIATE  THAN  FOR  LONG 

HAULS. 

Chicago,  III.,  to  Kane,  Pa.,  over  Baltimore  and  Ohio  rails  dit'ect. 

Rates  _  55*  48  37  26  22  18* 

These  rates  were  put  in  effect  December  5,  1904,  to  meet  the  competition  of 
the  Erie  Railroad,  these  being  the  rates  applicable  over  their  line  from  Chicago 
to  Kane,  we  having  prior  to  December  5,  1904,  ignored  this  fact,  but  found  that 
the  Erie  were  taking  shipments  not  only  to  Kane,  but  to  local  points  on  our 
line  west  of  Kane,  at  lower  rates  than  our  tariffs,  the  situation  being  that  as 
their  rates  to  Kane  were  considerably  lower  than  we  applied,  they  could  make 
a  combination  of  their  rates  to  Kane,  plus  our  local  rates,  which  would  make 
lower  through  rates  than  via  our  own  line  direct.  We  therefore  reduced  our 
rates  to  the  same  as  theirs  to  Kane,  and  reduced  the  rates  to  intermediate 
points  affected  to  the  same  figures  as  would  apply  on  the  Kane  combination; 
that  is,  use  the  rate  to  Kane,  plus  the  local  rate  back,  this  arrangement  extend¬ 
ing  back  to  our  local  stations  west  of  Kane  until  the  point  is  reached  where  our 
regular  basis  from  Chicago  was  less. 

The  highest  rates  to  intermediate  points 
are _  58  51*  41*  30  25*  21* 

Neiv  York  and  Philadelphia  to  Kane. 


Rates  are 

39 

33 

28 

19 

16 

13 

Highest  rates  to  intermediate  points — 
From  New  York 

53* 

46* 

38 

28* 

23* 

19* 

From  Philadelphia- _ 

_  49* 

43* 

38 

27 

23* 

19 

The  conditions  are  the  same  as  previously  explained  in  the  case  of  rates  from 
Chicago  to  Kane. 

Hagerstoivn,  Md.,  to  Cherry  Run,  W.  Va.,  in  loth  directions. 


Rates  _  12  10  9  8  7  6 

Highest  rates  to  intermediate  points _  18  14  13  10  8  7 

These  rates  w^ere  first  established  July  20,  1903,  and  were  made  to  meet  com¬ 
petitive  rates  via  the  Western  Maryland  Railroad,  the  short  line. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


253 


Washington,  D.  C.,  and  points  east  to  Lancaster ,  Pa.,  via  Park  Junction  ( Phila¬ 
delphia )  and  Philadelphia  and  Reading  Road. 

The  following  rates  from  Wilmington,  Del.,  to  Lancaster  via  this  route  are 
shown  as  an  illustration  : 

Rates  _  25  20  15  10  9  8 

Highest  rates  to  intermediate  points _  27  22  18  13*  11*  10 

These  rates  were  first  established  July  14,  1900,  and  are  necessary  to  meet  the 
competitive  rates  of  the  Pennsylvania  Railroad,  the  short  line. 

» 

Neto  York  to  Richmond ,  Va.,  via  Anacostia  Junction,  D.  C.,  Washington  Southern 
Railway,  and  Richmond,  Fredericksburg  and  Potomac  Railroad. 

Rates  _  37  32  26  23  17  14 

Highest  rates  to  intermediate  points _  38  33  27  23  17  14 

These  rates  were  established  February  1,  1904,  and  are  necessary  to  meet  the 
competition  of  the  all-water  routes. 


Pittsburg  to  New  York  via  Painesville,  New  York,  Chicago  and  St.  Louis  or 
Lake  Shore  and  Michigan  Southern,  and  Buffalo,  and  lines  east. 


Rates 

45 

39 

30 

21 

18 

15 

Rates  from  Youngstown,  Ohio,  an  inter¬ 
mediate  point,  via  same  route 

50 

43 

33 

23* 

20 

16* 

These  rates  have  been  established  for  a  number  of  years,  but  I  can  not  give 
you  the  exact  date.  They  were  first  published  by  the  Pittsburg  and  Western 
road,  which  we  did  not  commence  operating  until  1902.  The  rates  are  the 
same  as  applied  via  the  direct  lines  of  the  Baltimore  and  Ohio  and  Pennsylvania 
railroads. 

Washington,  D.  C.,  to  New  York. 

Rates  _  37  31  26  20  15*  13 

Highest  rates  to  intermediate  points _  38  33  27  21  16*  14 

These  rates  were  first  made  effective  June  26,  1900,  and  are  necessary  to  meet 
the  competition  of  the  all-water  route. 

Fertilizers,  carload,  Baltimore,  Md.,  to  Philadelphia,  Pa. 

Rate,  $1.10  per  2,000  pounds.  Highest  rate  to  intermediate  point,  $1.75  per 
2,000  pounds.  Rate  was  first  made  effective  November  6,  1900,  and  is  necessary 
to  meet  the  competition  of  the  all-water  route. 

Johnstown,  Pa.,  to  Harrisburg,  Pa.,  on  billets,  blooms,  borings,  etc.,  carloads. 

Rate,  $1.70  per  ton.  Highest  rate  to  intermediate  points,  $1.90  per  ton.  First 
made  effective  December  13,  1901. 

Our  route  is  via  Cherry  Run,  W.  Va.,  Western  Maryland  Railroad  and  Phila¬ 
delphia  and  Reading  to  destination,  thereby  making  traffic  via  our  line  subject 
to  the  interstate-commerce  law,  and  the  lower  rate  is  published  to  meet  the 
competition  of  the  direct  line,  viz,  the  Pennsylvania  Railroad,  which  route  is 
entirely  intrastate. 


OHIO  AND  MISSISSIPPI  RAILWAY  COMPANY.0 

Dear  Sir  :  Your  letter  of  the  20th  Instant  Is  at  hand.  All  our  tariffs,  as  I  believe, 
have  been  made  up  in  strict  compliance  of  the  law,  whether  State  or  interstate.  I  in¬ 
structed  that  copies  of  all  tariffs  should  be  forwarded  to  the  commissioners,  which  I 
think  has  been  made.  No  complaint  has  been  entered,  to  my  knowledge,  with  the  Inter¬ 
state  Commerce  Commission  or  any  railroad  commissioners  of  any  States,  nor  do  any  com¬ 
plaints  reach  my  ears  with  regard  to  rates  for  traffic  on  the  Onio  and  Mississippi  Rail¬ 
way.  The  position  of  the  Ohio  and  Mississippi  Railway  is  a  peculiar  one.  It  has  ter- 


« This  company  is  now  controlled  by  the  Baltimore  and  Ohio  Southwestern. 
See  response  of  that  company  to  the  present  inquiry. 


254 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


minal  points  at  Cincinnati,  Louisville,  and  Shawneetown,  on  the  Ohio  River,  East  Saint 
Louis  on  the  Mississippi,  and  Beardstown  on  the  Illinois  River,  all  on  navigable  water. 
Under  such  conditions  our  rates  are  necessarily  low,  and  it  has  been  felt  that  it  is  a  hard¬ 
ship  for  the  Ohio  and  Mississippi  Railway  to  be  compelled  to  apply  the  short-haul  prin¬ 
ciple  of  the  law  to  this  railway  under  such  conditions.  Notwithstanding  this  fact,  we 
have,  as  we  believe,  fully  complied  with  the  law  in  carrying  out  the  short-haul  principle. 

Yours,  truly, 

J.  F.  Barnard, 

President  and  General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


THE  BALTIMORE  AND  OHIO  SOUTHWESTERN  RAILROAD  COMPANY. 

Cincinnati,  Ohio,  October  23,  1905. 

Dear  Sir:  Your  two  letters,  one  of  no  date  (but  evidently  written  about 
September  3)  and  the  other  dated  October  11,  were  duly  received.  An  answer 
to  same  has  been  delayed,  first,  by  reason  of  my  prolonged  absence  on  my  vaca¬ 
tion,  and,  second,  on  account  of  an  overpress  of  business  since  my  return.  I 
hope  the  delay  has  caused  you  no  inconvenience. 

I  have  tried  to  locate  the  records  of  the  old  Ohio  and  Mississippi  Railway, 
of  which  Mr.  J.  F.  Barnard  was  president  during  the  period  of  the  previous 
correspondence  passed  between  Auditor  McCain  and  Mr.  Barnard  in  1887. 
This  road  was  consolidated  with  the  Baltimore  and  Ohio  Southwestern  Rail¬ 
road  in  November,  1893.  The  records  of  the  old  Ohio  and  Mississippi  Railway 
were  stored  in  the  warehouse  at  East  St.  Louis,  which  warehouse  burned 
down  in  1897,  the  records  being  completely  destroyed.  I  am  therefore,  be¬ 
cause  of  this,  unable  to  trace  back  the  rate  situation  prior  to  March,  1896,  this 
being  the  date  of  my  incumbency  as  general  freight  agent  of  the  consolidated 
roads. 

I  attach  hereto  a  memorandum,  in  which  is  given  an  outline  of  the  con¬ 
ditions  as  existing  during  the  period  1896  up  to  the  present  time,  this  paper 
having  been  prepared  by  my  chief  rate  clerk,  who  is  more  familiar  with  the 
general  detail  of  this  branch  of  the  service  than  I  am  myself.  In  this  memo¬ 
randum  I  think  he  gives  examples,  etc.,  which  will  serve  fully  to  explain  to 
you  the  conditions  on  our  road  as  they  exist  at  the  present  time.  If,  after 
reading  it  over,  there  is  anything  further  desired,  I  shall  be  glad  to  do  the 
needful  in  any  and  every  respect  possible. 

Again  apologizing  for  the  delay  in  answering  you,  I  am, 

Very  truly,  yours, 

S.  T.  McLaughlin,  General  Freight  Agent. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

United  States  Senate,  Washington,  D.  C. 

(The  memorandum  referred  to  in  the  foregoing  follows :) 

Referring  to  Senator  Elkins’s  letter  without  date,  with  regard  to  operation  of 
the  long  and  short  haul  of  the  interstate  commerce  law. 

As  I  look  at  the  matter,  the  operation  of  the  long  and  short  haul  clause  may 
be  divided  into  five  different  phases,  as  follows : 

First.  Observance  of  low  rates  at  intermediate  local  points  because  of  com¬ 
petitive  conditions  governing  at  a  more  distant  terminal  point. 

Second.  Observance  of  higher  rates  to  local  points  than  in  effect  at  more 
distant  points. 

Third.  Observance  of  terminal  point  rates  at  directly  intermediate  local 
stations. 

Fourth.  Observance  of  higher  rates  to  intermediate  points  via  indirect  routes 
to  certain  terminal  points,  the  rates  to  the  terminal  points  being  fixed  by  the 
direct  rail  lines. 

Fifth.  Observance  of  higher  rates  to  intermediate  points  than  in  effect  to 
more  distant  points,  the  latter  being  forced  by  water  competition. 

Ever  since  the  interstate-commerce  law  took  effect  we  have,  in  constructing 
our  tariffs,  observed  one  or  the  other  of  the  above  situations,  excepting  the 
second. 

As  examples  of  the  several  situations  above  outlined,  will  cite  the  following 
rates  in  effect  via  Baltimore  and  Ohio  Southwestern : 

First.  Class  rates  Cincinnati  to  East  St.  Louis  in  effect  at  present  and 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


255 


which  have  been  operative  since  the  interstate-commerce  law  took  effect,  or 
at  least  since  1896 :  40,  34,  25,  17,  15,  12. 

These  rates  were  established  to  East  St.  Louis  to  meet  the  rates  current 
from  Cincinnati  to  Chicago,  the  idea  being  to  keep  Chicago  and  St.  Louis  on 
a  parity.  If  we  were  to  use  the  Central  Freight  Association  scale  and  our 
actual  distance  (336  miles)  the  rates  Cincinnati  to  East  St.  Louis  would  be  42, 
36,  27,  18*,  15*,  13. 

As  you  are  aware,  we  apply  the  East  St.  Louis  rates  first  mentioned  (40-cent 
scale)  as  maximum  rates  to  intermediate  points.  Prior  to  the  time  the  inter¬ 
state-commerce  law  took  effect  our  rates  to  intermediate  local  points  were 
higher  than  to  East  St.  Louis,  and  if  the  same  condition  were  to  be  observed 
now  our  class  rates  from  Cincinnati  to  Lebanon,  Ill.,  for  instance  (if  we  were 
to  use  our  actual  distance — 314  miles — and  Central  Freight  Association  scale 
of  rates),  would  be  41,  35,  26,  18,  15,  12. 

Second.  As  to  the  second  condition  above  mentioned,  we  have  not  made  it  a 
practice  to  construct  any  of  our  rates  on  this  basis,  and  at  the  present  time  have 
only  one  rate  in  effect  that  I  can  recall  that  has  been  so  established,  and  that  is 
our  rate  of  5  cents  per  100  pounds  on  cement  from  Mitchell,  Ind.,  to  Chicago. 
This  rate  was  made  because  of  rates  in  effect  to  Chicago  from  other  producing 
points  of  similar  distance;  but  in  making  the  5-cent  rate  to  Chicago  to  meet 
competition  of  the  other  producing  points  we  have  not  applied  same  as  maximum 
rate  to  intermediate  points,  but  have  held  intermediate  points  at  higher  figures. 

Third.  As  an  Example  of  the  third  proposition,  would  refer  to  our  class 
rates  from  Aurora,  Ind.,  to  Sandusky,  Ohio,  the  present  rates  being  35*,  30*,  23, 
15*,  13,  10*. 

These  are  the  same  rates  as  in  effect  from  Aurora  to  Toledo  and  are  deter¬ 
mined  by  use  of  short-line  mileage  to  Cincinnati,  plus  Cincinnati,  Hamilton  and 
Dayton  mileage  Cincinnati  to  Toledo,  the  practice  being  to  hold  same  rates  to 
Sandusky  as  in  effect  to  Toledo.  Sandusky  rates,  as  above,  are  likewise  applied 
as  maximum  rates  to  Baltimore  and  Ohio  points  intermediate  to  Sandusky, 
whereas  if  we  were  to  use  our  actual  distance  via  Baltimore  and  Ohio  system 
to  Kimball,  for  instance  (282  miles,  this  point  being  10  miles  south  of  San¬ 
dusky),  our  class  rates  would  be  40,  34,  25,  17,  14*,  11*. 

As  an  additional  example  of  this  condition,  would  cite  matter  of  rates  on 
lumber  from  our  Indiana  stations  to  Chicago.  The  rate  from  Seymour  and 
North  Vernon  via  the  direct  lines  to  Chicago  is  10  cents  per  100  pounds.  We 
met  this  rate  at  these  competitive  points  and  applied  same  from  all  of  our 
intermediate  points  east  of  Seymour,  we  routing  the  business  to  Chicago  via 
the  Baltimore  and  Ohio  system  rails  rather  than  via  the  more  direct  routes 
(i.  e.,  via  Mitchell  or  Vincennes),  so  as  not  to  pull  down  the  rate  of  12  cents  per 
100  pounds  which  we  have  in  effect  from  our  local  stations  west  of  Seymour, 
this  latter  rate  being  operated  via  Mitchell  and  Vincennes. 

Fourth.  As  an  example  of  this  condition,  would  refer  to  our  rates  from  Cin¬ 
cinnati  to  Havana,  Ill.,  which  point  is  intermediate  to  Peoria,  Ill.,  when  the 
business  is  handled  via  Springfield  and  Chicago,  Peoria  and  St.  Louis  Railway, 
which  is  one  of  our  natural  routes  for  Peoria  business.  Class  rates  Cincinnati 
to  Peoria  are  40,  34,  25,  17,  15,  12,  these  being  established  by  the  Cleveland,  Cin¬ 
cinnati,  Chicago  and  St.  Louis  Railway,  which  is  the  direct  line  Cincinnati  to 
Peoria.  We  hold,  however,  from  Cincinnati  to  Havana  the  following  class  rates : 
44,  37*,  28*,  19*,  17,  14,  from  which  it  will  be  noted  that  we  do  not  observe  the 
Peoria  rate  as  maximum  rate  to  intermediate  points,  the  distance  from  Cincin¬ 
nati  to  Peoria  via  our  line,  Springfield  and  Chicago,  Peoria  and  St.  Louis  being 
438  miles,  as  compared  with  distance  via  Cleveland,  Cincinnati,  Chicago  and  St. 
Louis  Railway  direct  of  322  miles. 

Fifth.  As  examples  of  the  fifth  condition,  would  cite  our  class  rates  from  Cin¬ 
cinnati  to  Louisville,  Ky.,  same  at  present  being  25,  22,  17,  12,  9,  8,  which  rates 
are  made  account  competition  of  Ohio  River  boats,  but  are  not  applied  to  our 
intermediate  local  points,  our  rate  Cincinnati  to  Charlestown,  Ind.  (17  miles 
east  of  Louisville)  being  25,  22,  19*,  12*,  9*,  S. 

In  addition  to  the  above  class  rates  there  are  quite  a  number  of  commodity 
rates  in  effect  from  Cincinnati  to  Louisville  which  are  not  applied  at  the  inter¬ 
mediate  points,  these  commodity  rates  being  carried  in  our  tariff  H-1809. 

We  also  publish  a  special  rate  of  7*  cents  per  100  pounds  on  manufactured 
iron,  C.  L .,«  Portsmouth,  Ohio,  to  Louisville,  Ky.,  same  being  made  to  meet 
water  competition  and  not  applied  to  intermediate  points,  the  rate  from  Ports- 


a  Shipped  in  carloads. 


256 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


mouth  to  North  Vernon  and  intermediate  points,  for  instance,  being  12  cents  per 
100  pounds,  which  is  the  rate  we  would  naturally  apply  to  Louisville  were  it 
not  for  the  water  competition. 

Senator  Elkins  in  his  letter  asked  that  all  changes  which  have  been  made  in 
rates  since  President  J.  F.  Barnard’s  advice  to  him  be  noted  in  detail,  but  to  do 
this  would  require  a  mass  of  figures  that  I  can  not  see  would  be  of  any  benefit 
to  the  Senate  committee.  The  changes  which  have  been  made  are  rather  imma¬ 
terial  ;  that  is,  there  have  been  no  decided  changes  in  our  rates  one  way  or  the 
other. 

Again,  our  records  covering  rates  in  effect  prior  to  1896  have,  to  a  consider¬ 
able  extent,  been  destroyed,  same  having  been  stored  in  our  warehouse  at  East 
St,  Louis,  which  was  destroyed  by  fire  some  years  ago. 

In  next  to  last  paragraph  of  Senator  Elkins’s  letter  he  asked  that  wTe  refer  to 
as  many  instances  as  we  could  of  where  greater  charges  are  made  for  inter¬ 
mediate  than  for  longer  hauls,  and  in  addition  to  the  examples  mentioned  under 
the  fourth  section  above  I  would  refer  to  the  following : 

(a)  Agreed  rates,  Louisville  to  Princeton,  Ind.  (established  by  Southern 
Railway,  direct  line),  are  29,  25,  21,  15,  124,  10. 

We  apply  these  rates  from  Louisville  via  our  line  to  Vincennes,  thence  Evans¬ 
ville  and  Terre  Haute  to  Princeton,  but  hold  higher  rates  to  Vincennes  and  to 
the  Evansville  and  Terre  Haute  points  between  Vincennes  and  Princeton,  the 
latter  rates  being  324,  28,  224,  15,  124,  10. 

(5)  Class  rates  in  effect  from  Louisville  to  Oakland  City,  Ind.  (established 
by  Southern  Railway,  direct  line),  are  28,  25,  21,  144,  12,  10. 

We  operate  these  rates  via  our  line  to  Washington,  thence  Evansville  and 
Indionapolis,  but  to  Washington  we  apply  rates  as  follows :  31,  27,  22,  144,  12,  10. 

(c)  Present  class  rates,  Louisville  to  Fairfield,  Ill.  (established  by  Southern 
Railway,  direct  line),  are  35,  304,  20,  17,  14,  114. 

These  rates  we  operate  via  our  own  line  to  Fairfield,  through  Flora,  but  hold 
a  number  of  our  intermediate  points  at  higher  figures,  our  rates  to  Flora,  for 
instance,  being  364,  314,  24,  164,  14,  114- 

( d )  Present  class  rates,  Louisville  to  Columbus,  Ohio  (established  by  direct 
line),  are  394,  34,  254,  174,  15,  12. 

We  would  naturally  operate  these  rates  via  our  own  line,  but  in  the  event  we 
should  be  asked  to  send  the  business  via  Norfolk  and  Western  we  would  observe 
such  routing,  sending  the  business  via  Chillicothe,  and  in  so  doing  would  send 
it  through  Circleville,  Ohio,  to  which  point  established  class  rates  from  Louis¬ 
ville  are  41,  35,  26,  18,  154,  124. 

(e)  Class  rates  from  North  Vernon,  Ind.,  to  Peoria,  Ill.  (established  via  direct 
route),  are  384,  33,  244,  164,  14,  11. 

We  operate  these  rates  to  Peoria  via  our  long  route,  i.  e.,  through  Springfield, 
but  our  established  rates  at  the  latter  point  are  40,  34,  25,  17,  144,  114- 

( f )  Class  rates,  Columbus,  Ohio,  to  Peoria,  Ill.  (established  via  the  direct 
line — Cleveland,  Cincinnati,  Chicago  and  St.  Louis),  are  43,  364,  274,  19,  16,  13. 

We  operate  these  rates  via  our  line  and  Springfield,  Ill.,  but  to  Springfield  we 
hold  our  rates  at  45,  39,  30,  21,  18,  14. 

(g)  Rate  on  line  from  Mitchell,  Ind.,  to  Chicago,  Ill.,  is  7  cents  per  100 
pounds,  same  being  established  by  the  Chicago,  Indianapolis  and  Louisville  Rail¬ 
way,  which  is  the  direct  route.  We  also  operate  this  rate  via  Vincennes,  Ind., 
through  Terre  Haute  and  Chicago  and  Eastern  Illinois  Railroad,  but  to  Mo- 
mence,  Ill.,  a  point  on  the  Chicago  and  Eastern  Illinois  50  miles  south  of  Chi¬ 
cago,  we  hold  rate  bf  8  cents  per  100  pounds. 

Quite  a  number  of  additional  instances  of  where  we  hold  higher  rates  to 
intermediate  points  than  to  common  points  beyond  (we  meeting  rates  of  the 
direct  lines  at  common  points)  could  no  doubt  be  given  if  we  were  to  make  a 
more  thorough  search  of  our  tariffs.  I  believe,  however,  that  the  above  refer¬ 
ences  will  be  sufficient. 

E.  B.  T. 


BOSTON  AND  LOWELL  RAILROAD.0 

Dear  Sir  :  In  reply  to  your  valued  favor  of  the  20th,  our  passenger  rates,  I  believe, 
are  In  all  cases  in  conformity  with  section  4  of  the  interstate  law,  and  since  the  decision 
at  Rutland  by  the  Commission  on  through  freight  rates  against  the  Central  Vermont  and 
this  company  we  have  readjusted  our  rates.  I  now  believe  our  whole  system  is  in  har- 


o  This  property  is  now  controlled  by  the  Boston  and  Maine.  See  response  of 
that  company  to  the  present  inquiry. 


257 


DIGEST  OF  HEARINGS.  ON  RAILWAY  RATES. 


mony  with  the  decision  of  the  Commissioners,  with  the  exception  of  the  line  between 
Portland,  Maing,  and  the  West,  where  I  am  bringing  it  in  as  fast  as  clerical  work  will 
do  it ;  probably  within  a  week. 

Trusting  that  this  information  will  be  satisfactory,  I  remain, 

Yours,  very  truly, 

H.  N.  Turner, 
General  Traffic  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


BOSTON  &  MAINE  RAILROAD. 

Boston,  Mass.,  September  14,  1905. 

Dear  Sir:  Your  letter  of  September  10,  addressed  to  Mr.  M.  T.  Donovan, 
freight  traffic  manager,  has  by  him  been  referred  to  me,  and  in  reply  thereto  I 
will  say  that  we  have  no  instances  where  our  passenger  rates  are  greater  for 
intermediate  than  for  longer  hauls  over  the  same  lines  in  the  same  direction. 

The  freight  rates  between  Portland,  Me.,  and  the  West  are  now,  and  have 
been  for  many  years,  in  conformity  with  section  4  of  the  interstate  commerce 
law.  I  can  not  give  the  dates  of  the  changes  contemplated  in  Mr.  Turner’s  letter 
to  Auditor  McCain,  but  you  will  notice  that  Mr.  Turner  was  at  work  upon  these 
changes  and  expected  to  complete  them  within  a  week  from  the  date  of  his  letter. 

Regular  lines  of  steamers  run  from  Boston  to  such  points  as  Portland,  Me., 
and  ports  upon  the  Kennebec  and  Penobscot  rivers.  To  meet  this  water  compe¬ 
tition  our  freight  rates  from  Boston  to  such  points  are  somewhat  lower  than  to 
intermediate  points  not  affected  by  such  water  competition. 

Yours,  truly,  W.  F.  Berry, 

Second  Vice-President  and  General  Traffic  Manager. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

United  States  Senate,  Washington,  D.  C. 


[Second  letter.] 

Boston,  Mass.,  October  3,  1905. 

Dear  Sir:  On  looking  over  your  letter  of  the  10th  ultimo,  addressed  to 
Freight  Traffic  Manager  Donovan,  which  he  referred  to  me  and  to  which  I  re¬ 
plied  under  date  of  the  14th  ultimo,  it  occurs  to  me  that  I  did  not  furnish  you 
with  as  many  typical  instances  of  greater  charges  for  intermediate  points  than 
for  longer  hauls  over  the  same  lines  in  the  same  direction,  whether  the  line  is 
of  a  single  carrier  or  is  over  a  route  composed  of  the  lines  of  two  or  more 
carriers,  either  wholly  by  rail  or  partly  by  rail  and  partly  by  water,  over  which 
freight  is  carried  under  an  arrangement  for  continuous  transportation,  and  I  now 
take  pleasure  in  submitting  the  following : 


1. 

2. 

3. 

4. 

5. 

6. 

The  class  rates  published  by  the  Boston  and  Maine  Railroad  between 
Boston  and  Portland  are  the  same  as  are  published  by  the  Eastern 
Steamship  Co.,  viz . - . . . _ . 

20 

15 

12* 

16 

10 

7* 

H 

6 

While  the  rates  from  Boston  to  Saco  and  Biddeford,  Me.,  intermediate 
points,  are . . . . . . . 

20 

16 

11 

rr 

The  class  rates  published  by  the  Boston  and  Maine  Railroad  between 
Boston  and  Kennebec  River  points,  viz:  Augusta,  Bath,  and  Gardi¬ 
ner,  Me.,  are  the  same  as  are  published  by  the  Eastern  Steamship 
Co.,  viz . . . . . - . . . . 

30 

25 

20 

18 

15 

12* 

12* 

Between  Boston  and  Penobscot  River  points,  viz:  Bangor,  Belfast,  and 
Bucksport,  Me.,  are  the  same  as  published  by  the  Eastern  Steamship 
Co.,  viz . . . . . 

30 

25 

20 

18 

15 

While  the  rates  published  from  Lawrence  and  Haverhill,  Mass.,  inter¬ 
mediate  points,  are— 

To  Augusta,  Bath,  and  Gardiner,  Me . . . . . 

30 

25 

20 

17* 

28 

To  Bangor,  Me  . . . 

48 

40 

32 

To  Belfast,  Me . - . . . - . - 

48 

40 

31 

28 

To  Bucksport,  Me . . . . . . 

53 

43 

33 

29 

.... 

The  class  rates  published  between  Boston  and  Eastport,  Me.,  by  the 
Boston  and  Maine  Railroad  are  the  same  as  are  jiublished  by  the 
Eastern  Steamship  Co.,  viz _ _ _ _ _ 

40 

30 

25 

20 

15 

.... 

12* 

21 

While  the  rates,  say  from  Lawrence  and  Haverhill,  intermediate  points, 

are . 

54 

46 

37 

28 

24 

S.  Doc.  244,  59-1 


17 


258 


DIGEST  OF  HEARINGS;  ON  RAILWAY  RATES. 


The  Boston  and  Maine  Railroad  publishes  a  commodity  tariff  from  Portland, 
Me.,  to  Harlem  River,  New  York,  via  Northampton,  providing  rate  of  12  cents  per 
1 00  pounds  on  canned  goods  in  carloads  and  10  cents  per  100  pounds  on  roofing 
slate  in  carloads,  to  meet  the  rates  published  by  the  Maine  Steamship  Company. 
Portland  to  New  York ;  while  the  rates  from  intermediate  points  between  Boston 
and  Portland  to  Harlem  River,  New  York,  via  Northampton  would  be,  canned 
goods  17  j  cents  and  roofing  slate  15  cents  per  100  pounds. 

We  have  quite  a  number  of  instances  where  coal  rates  from  Mechanicsville  to 
points  near  Boston  are  lower  than  to  shorter-haul  intermediate  points.  The 
lower  rates  to  points  near  Boston  have  been  made  to  meet  water  competition  to 
Boston,  plus  the  low  inland  rate  from  tide  water  to  short-haul  points.  For 
instance:  The  rate  on  bituminous  coal  from  Mechanicsville  to  Waverly,  Mass.,  is 
$1  per  gross  ton,  while  the  rate  for  the  shorter  haul,  Mechanicsville  to  Fitch¬ 
burg,  Mass.,  is  $1.20  per  gross  ton. 

Yours,  truly,  W.  F.  Berry, 

Second  Vice-President  and  General  Traffic  Manager. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

United  States  Senate ,  Washington,  I).  C. 


HARTFORD  AND  CONNECTICUT  WESTERN  RAILROAD.® 


Dear  Sir  :  Replying  to  your  circular  letter  dated  October  20,  1887,  would  say  that  the 
only  exception  we  make  to  the  short-haul  principle  of  the  interstate-commerce  bill  is  on 
coal  from  Rhinebeck  consigned  to  Hartford,  Conn. 

On  this  the  rate  to  Hartford  is  less  than  to  many  points  nearer  Rhinebeck. 

We  make  this  exception  for  the  reason  that  at  Hartford  we  come  in  direct  competition 
with  the  water  route,  and  it  is  necessary  for  us  to  make  the  concession  or  give  up  the 
business. 

In  doing  this,  we  believe  we  are  acting  in  accordance  with  the  intention  of  the  law'. 

Yours,  truly, 


E.  McNeil, 

General  Superintendent. 


.C  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington. 


CENTRAL  NEW  ENGLAND  RAILWAY  COMPANY. 

Hartford,  Conn.,  September  20,  1905. 

Dear  Sir:  I  beg  to  acknowledge  receipt  of  your  favor  of  the  11th  instant, 
inclosing  copy  of  letter  from  former  General  Superintendent  E.  McNeil,  of 
the  Hartford  and  Connecticut  Western  Railroad,  and  to  advise  that  the  con¬ 
ditions  are  somewhat  changed  since  the  writing  of  Mr.  McNeil’s  letter. 

There  is  no  anthracite  coal  handled  via  Rhinecliff  at  the  present  time,  as 
all  anthracite  coal  reaching  our  territory  comes  all  rail  direct  from  the  mines 
via  Maybrook  and  Campbell  Hall,  N.  Y. 

The  present  rate  to  Hartford  is  lower  than  to  intermediate  points  in  view  of 
water  competition  at  Hartford. 

There  are  also  instances  where  our  rates  from  New  York  via  our  western 
terminus  to  Hartford  are  lower  than  to  intermediate  points  on  account  of  water 
and  short-line  competition. 

Trusting  this  is  what  you  desire,  I  beg  to  remain, 

Yours,  truly,  W.  H.  Seeley, 

General  Freight  Agent. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Senate  of  the  United  States,  Washington,  D.  C. 


a  This  property  is  now  controlled  by  the  Central  New  England  Railway.  See 
response  of  that  company  to  the  present  inquiry. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


259 


CHESAPEAKE  AND  OHIO  RAILWAY. 

Dear  Sir  :  Your  letter  of  December  12,  covering  your  circular  of  October  20,  reached 
me  this  morning. 

In  reply  thereto  I  will  say  that  the  Newport  News  and  Mississippi  Valley  Company 
(eastern  division)  was  composed  of  the  Chesapeake  and  Ohio  Railway  Company  and  the 
Elizabethtown,  Lexington  and  Big  Sandy  Railroad  Company ;  that  for  the  past  two 
months  the  Chesapeake  and  Ohio  Railway  Company  has  been  withdrawn  from  its  connec¬ 
tion  and  placed  in  my  hands  as  receiver  ;  that  so  far  as  this  road  is  concerned  there  are 
no  points  to  or  from  which  interstate  rates  for  passengers  or  freights  are  made  by  our  road 
alone  which  are  greater  than  the  rates  to  or  from  more  distant  points  in  the  same  direc¬ 
tion  over  the  same  line ;  but  in  connection  with  the  Newport  News  and  Mississippi  Valley 
Company  (Elizabethtown,  Lexington  and  Big  Sandy  division)  there  are  a  points 

between  Ashland,  in  Kentucky,  and  Mount  Carbon,  in  West  Virginia,  both  inclusive,  to 
which  are  charged  lower  rates  than  are  charged  to  certain  points  west  of  Ashland. 

I  inclose  you  joint  tariff  B  12,  and  have  connected  with  it  joint  tariff  B  191,  and  also 
joint  tariffs  B  18  and  B  189,  which  will  be  a  full  answer  to  your  inquiry,  and  will  place  it 
before  you  more  clearly  than  I  could  in  a  letter. 

The  reason  for  this  difference  is  that  tariffs  B  12  and  B  18  are  issued  to  meet  water 
competition,  which  we  believe  to  be  allowable  under  the  interstate-commerce  bill,  and 
which  I  am  advised  is  the  construction  placed  upon  it  by  all  roads  similarly  situated. 

Hoping  that  this  will  be  satisfactory,  I  am,  very  respectfully,  your  obedient  servant, 

W.  C.  Wickham, 

Receiver. 

Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


CHESAPEAKE  AND  OHIO  RAILWAY  COMPANY. 

Richmond,  Va.,  October  10,  1905. 

Dear  Sir  :  Referring  to  your  recent  letter  addressed  to  Mr.  H.  B.  Walker, 
vice-president  Old  Dominion  Steamship  Company,  with  respect  to  information 
regarding  rate  construction  under  the  act  to  regulate  commerce,  in  connection 
with  a  circular  letter  written  by  Mr.  C.  C.  McCain,  then  auditor  for  the  Com¬ 
mission,  dated  October  20,  1887,  to  a  large  number  of  transportation  lines.  As 
the  company  I  represent  is  a  connection  of  the  Old  Dominion  Steamship 
Company,  a  copy  of  your  letter  has  been  sent  us,  although  our  company  was  not 
directly  addressed  by  Mr.  McCain.® 

So  far  as  rates  to  points  on  the  Chesapeake  and  Ohio  Railway  are  concerned 
from  the  west,  there  are  no  higher  rates  from  Chicago,  East  St.  Louis,  Indi¬ 
anapolis,  Cincinnati,  Louisville,  or  other  points  to  points  on  our  line  than  the 
rates  applying  to  Richmond,  Norfolk,  Newport  News,  and  other  terminal 
points.  In  other  words,  the  rates  are  strictly  in  conformity  with  the  long-and- 
short-haul  clause. 

On  business  from  southern  territory,  i.  e.,  New  Orleans,  and  points  south  of 
the  line  of  the  Southern  Railway,  Chattanooga,  Tenn.,  to  Memphis,  Tenn.,  the 
latter  not  included,  we  are  party  to  through  rates  to  the  Virginia  common 
points  through  our  western  gateways,  Louisville,  Lexington,  Cincinnati,  etc., 
that  are  known  as  the  Virginia  cities  rates,  which  do  not  apply  to  intermediate 
local  stations.  These  rates  are  based  on  the  direct  short  lines  entering  Rich¬ 
mond,  Norfolk  Lynchburg,  etc.,  from  the  south.  We  are,  therefore,  meeting 
short-line  rates,  and  as  we  understand  it,  are  not  in  conflict  with  the  law. 

WESTBOUND. 

From  points  on  our  own  line  to  the  west  we  adhere  strictly  to  the’ long-and- 
short-liaul  clause,  and  there  are  no  rates  either  to  Cincinnati  or  Louisville 
(Chesapeake  and  Ohio  western  termini)  or  to  points  west  that  are  lower  than 
the  rates  to  intermediate  points. 

From  Pennsylvania  points  on  commercial  cement  we  are  party  to  rate  to  com¬ 
mon  points,  Charleston,  Huntington,  Kenova,  Central  City,  W.  Va. ;  Catletts- 
burg,  Ashland,  Newport,  Covington,  Kv.,  and  Ironton  and  Cincinnati,  Ohio,  of 
$2.38  per  ton  of  2,000  pounds,  published  to  meet  direct  competition.  We  do  not 
apply  this  rate  to  our  local  stations,  but  add  locals  from  common  points.  For 
example,  to  Spring  Hill,  W.  Va.,  just  west  of  Charleston,  the  rate  would  be 
$3.08  per  ton,  the  local  from  Charleston  being  70  cents  per  ton. 

From  eastern  cities  to  points  on  our  line  we  publish  in  connection  with  the 


°  This  letter  appears  on  page  — . 


260 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


water  routes,  viz,  from  New  York,  tlie  Old  Dominion  Steamship  Company ; 
from  Philadelphia,  the  Clyde  Steamship  Company;  from  Baltimore,  the  Mer¬ 
chants  and  Miners’  Transportation  Company,  the  following  rates: 

To  stations  west  of  Staunton,  Va.,  to  Kanawha  City,  W.  Va.,  inclusive : 


1. 

2. 

3. 

4. 

5. 

6. 

65 

57 

44 

30 

26 

22 

These  being  the  all-rail  New  York  to  Cincinnati  rates. 

While  to  stations  Charleston,  W.  Va.,  to  Cincinnati,  Ohio,  inclusive,  we 
publish : 


From- 


Baltimore  . . 
Philadelphia 
New  York . . 


1. 

2. 

3. 

4. 

5. 

6. 

54 

47 

38 

25 

22 

18 

54 

47 

38 

25 

22 

18 

55 

49 

38 

26 

22 

19 

Being  the  authorized  water-and-rail  differentials  below  the  trunk-line  scale 
from  these  points  to  Cincinnati. 

From  Baltimore,  Philadelphia,  and  New  York,  we  carry  to  Cincinnati,  Ohio, 
and  intermediate  west  of  Staunton,  Va.,  the  trunk  line  New  York  to  Cincinnati 
rates,  viz: 


1. 

2. 

3. 

4. 

5. 

6. 

65 

57 

44 

30 

26 

22 

And  no  rates  for  shorter  distances  are  higher  than  for  points  beyond. 

In  charging  higher  rates  to  our  local  points  east  of  Charleston  from  eastern 
cities  than  we  charge  to  the  competitive  points  Charleston  and  west,  we  do  not 
feel  that  we  are  working  a  hardship  on  the  local  people,  since  the  rates  estab¬ 
lished  are  reasonable,  and  were  we  to  charge  higher  than  the  present  adjust¬ 
ment  to  the  common  points  we  could  not  hope  to  secure  any  considerable  amount 
of  traffic,  because  of  distance,  time,  and  the  necessary  extra  handling  by  reason 
of  transfers,  etc. 

If  there  is  any  further  information  I  can  give  you,  or  if  you  desire  more 
detailed  information,  I  shall  be  glad  to  furnish  on  receipt  of  your  advices. 

Yours,  very  truly, 

E.  D.  Hotchkiss, 

General  Freight  Agent. 

Hon.  Stephen  B.  Elkins, 

United  States  Senate ,  Washington,  D.  C. 


CHICAGO  AND  ALTON  RAILROAD  COMPANY. 

Dear  Sir  :  I  am  in  receipt  of  your  circular  letter  of  the  20th  instant,  and  in  reply 
will  say  : 

1.  That  there  are  no  points  upon  the  line  of  railroad  owned,  operated,  leased  or  con¬ 
trolled  by  the  Chicago  and  Alton  Railroad  Company  between  which  Interstate  rates  for 
passengers  or  freight  are  made  which  are  greater  than  the  rates  to  or  from  more  distant 
points  in  the  same  direction  and  on  the  same  line. 

2.  There  are  no  points  to  or  from  which  interstate  rates  for  passengers  or  freight  are 
made  in  combination  with  other  roads  which  are  greater  than  to  or  from  more  distant 
points  in  the  same  direction  and  on  the  same  line  except : 

(1)  In  combination  with  the  Mobile  and  Ohio  Railroad  to  certain  points  upon  said 
Mobile  and  Ohio  and  its  connections,  as  per  tariff  No.  78  and  supplements  No.  1  and  2 
to  No.  78,  copies  herewith  attached. 

(2)  In  combination  with  the  Kansas  City,  Fort  Scott  and  Gulf  Railroad  to  certain 
points  in  Kansas  and  Missouri,  as  per  tariff  No.  10  and  No.  Ill,  copies  herewith  attached. 

3.  In  combination  with  Pacific  coast  roads  and  their  eastern  connections  as  per  tariff 
No.  4,  herewith  attached.  I  also  herewith  inclose  tariff  No.  105,  in  combination  with 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


261 


Mobile  and  Ohio,  which  shows  the  maximum  rates  charged  to  intermediate  or  less  dis¬ 
tant  points  than  those  named  in  No.  78. 

The  rates  to  intermediate  points  on  the  Kansas  City,  Fort  Scott  and  Gulf  Railroad 
are  arrived  at  by  adding  the  local  to  Kansas  City  to  the  local  beyond.  (See  page  2  of 
southwestern  tariff  No.  147,  inclosed.)  I  will  say  that  in  all  the  exceptions  specified, 
our  company  in  joining  in  tariffs  not  in  conformity  with  the  short  haul  principle  has 
done  so  upon  the  solicitation  of  the  companies  herein  named,  all  of  which  assumed  that 
under  a  proper  interpretation  of  the  law  they  were  justified  in  their  action. 

I  will  not  undertake  to  specify  the  reasons  advanced  by  the  Mobile  and  Ohio  and  Pa¬ 
cific  coast  lines  in  justification  of  their  action,  as  these  points  have  been  ably  argued 
before  your  honorable  Commission  by  able  representatives  of  the  lines  named ;  but  I 
think  it  proper  to  name  the  reasons  for  the  action  of  the  Kansas  City,  Fort  Scott  and 
Gulf  Railroad.  An  examination  of  the  maps  of  Missouri  and  Kansas  will  show  that  all 
the  points  named  in  tariff  No.  Ill  of  the  combined  tariff  of  the  Chicago  and  Alton  and 
Kansas  City,  Fort  Scott  and  Gulf  are  junction  points  with  either  the  Saint  Louis  and  San 
Francisco,  or  Missouri  Pacific  Railroads,  and  in  some  cases  both.  These  lines  being  the 
shortest  and  most  direct  fix  the  rates.  A  combination  of  the  local  Chicago  or  Saint  Louis 
rate  to  Kansas  City  with  the  local  from  that  point  results  in  a  rate  much  higher  than 
that  fixed  by  the  direct  route.  This  condition  necessitates  on  the  part  of  the  lines  via 
Kansas  City  one  of  three  things  : 

(1)  Surrendering  the  business  to  the  direct  line,  thus  depriving  the  people  of  the 
benefit  of  competing  lines  and  the  roads  forming  the  long  line  of  valuable  revenue. 

(2)  Putting  down  rates  to  intermediate  points,  thus  sacrificing  revenue  secured  from 
competitive  business. 

(3)  Meeting  the  rates  made  by  the  short  lines  to  competitive  points,  at  the  same  time 
keeping  in  force  the  higher  rates  to  intermediate  local  points,  thus  ignoring  the  short 
haul  principle. 

All  of  which  is  respectfully  submitted. 

Yours,  truly,  C.  H.  Chappell, 


C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


General  Manager. 


THE  CHICAGO  AND  ALTON  RAILWAY  COMPANY. 

Chicago,  October  13,  1905. 

My  Dear  Senator:  Acknowledging  yours  of  the  5th,  and  replying  to  your 
previous  communication  without  date. 

With  few  exceptions,  the  situation  is  practically  the  same  as  it  was  in  1887. 
The  rates  to  Kansas  City,  Fort  Scott,  and  Memphis  points  referred  to  in  Mr. 
Chappell’s  communication  in  1887  were  canceled — the  exact  date  at  present 
unknown.  The  rates  published  at  present  to  Kansas  City,  Fort  Scott,  and  Mem¬ 
phis  points  are  not  in  violation  of  the  fourth  section  of  the  interstate-commerce 
law. 

I  forward  you  under  separate  cover  copy  of  Chicago  and  Alton  tariff  GFD- 
5695,  showing  the  through  rates  to  points  on  the  Mobile  and  Ohio  Railway. 
These  rates  are  based  on  the  rates  to  Cairo  or  other  junction  points  and  the 
rates  beyond  those  junction  points.  Rates  to  same  points  on  the  Mobile  and 
Ohio  Railway  are  higher  to  intermediate  points  than  they  are  to  several  junction 
points,  as  shown  in  the  following  tariffs,  which  I  am  sending  you.  viz : 

Mississippi  Valley  through  freight  tariffs  Nos.  9  and  103. 

Mississippi  and  Tennessee  junction  tariff  No.  3. 

Except  in  a  general  way,  we  are  unable  to  account  for  the  higher  rates  to 
intermediate  points.  The  rates  in  the  territory  covered  by  the  tariffs  are  fixed 
by  the  railroads  serving  that  territory. 

I  am  also  mailing  you  the  following  tariffs : 

Trans-Missouri  joint  11-D  and  20-C,  showing  rates,  respectively,  to  Colorado 
and  Utah  points.  Some  rates  are  higher  to  intermediate  points  than  to  termi¬ 
nals.  In  most  cases  rates  are  higher  to  intermediate  points  than  to  transconti¬ 
nental  terminal  points.  The  reason  for  this  is  that  rates  to  Pacific  coast  termi¬ 
nals  are  regulated  by  the  competition  of  the  water  routes,  and  frequently  rates 
to  interior  points  intermediate  are  constructed  on  the  carload  rate  to  tide  water 
plus  the  less  than  carload  rate  from  tide  water  to  the  interior.  For  illustration, 
the  carload  rate  to  Spokane,  Wash.,  in  many  cases  is  based  on  the  carload  rate  to 
Portland,  Oreg.,  plus  the  less  than  carload  rate  on  the  same  commodity  from 
Portland  to  Spokane.  I  think,  however,  recently  there  has  been  some  modifica¬ 
tion  in  Spokane  rates.  Transcontinental  tariffs  can  be  had  on  application  to  the 
transcontinental  freight  bureau. 

I  am  also  forwarding  you  copy  of  Chicago  and  Alton  GFD  No.  14246,  giving 
rates  from  Chicago,  Joliet,  etc.,  to  Hannibal,  Mo.,  via  Bowling  Green.  Rates  to 
intermediate  points  on  this  railroad  are  higher.  The  rates  published  to  Hanni- 


262 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


bal  in  tariff  mentioned  are  those  in  effect  via  the  short  line,  namely,  the  Chicago, 
Burlington  and  Quincy  Railway. 

I  am  also  forwarding  copy  of  Chicago  and  Alton  GFD  No.  14511,  showing  rates 
to  points  on  the  St.  Louis  and  Hannibal  Railway  via  Bowling  Green,  based  on 
short-line  rates,  the  rates  to  intermediate  points  on  this  railroad  being  higher. 

I  am  also  forwarding  copies  of  Chicago,  Milwaukee  and  St.  Paul  tariffs  GFD 
48978,  455G0,  and  45561,  showing  rates  on  grain  products,  grain,  and  lumber, 
respectively.  These  are  terminal  rates,  the  rates  to  intermediate  points  being 
higher. 

Trusting  this  will  serve  to  answer  satisfactorily  all  the  questions  contained  in 
your  favor  above  acknowledged,  I  beg  to  remain, 

Yours,  very  truly,  Jos.  W.  Blabon. 

Hon.  Stephen  B.  Elkins, 

United  States  Senate ,  Washington,  D.  C. 


CHICAGO  AND  EASTERN  ILLINOIS  RAILROAD  COMPANY. 

Dear  Sir  :  Your  circular  letter  of  tlie  20tli  instant  was  duly  received.  I  herewith  in¬ 
close  a  freight  tariff  to  points  south  of  the  Ohio  River.  This  is  the  only  tariff  we  pub¬ 
lish  to  any  point  south  of  Evansville.  Freight  destined  to  other  points  than  those  men¬ 
tioned  in  this  tariff  are  charged  the  local  rate  between  Chicago  and  Evansville  and  the 
local  rate  south  of  the  latter  point.  In  some  cases  these  two  local  rates  added  together 
are  greater  than  the  through  rate  to  a  point  heyond,  as  indicated  in  this  tariff  sheet. 

The  Illinois  Central  Railroad  making  lower  rates  to  points  embraced  in  this  sheet  than 
the  two  local  rates  combined,  as  indicated  above,  renders  it  necessary  for  us  to  make  the 
same  through  rates  to  these  competitive  points  or  withdraw  from  the  business  altogether. 
The  lines  south  of  Evansville  will  not  accept  the  proportion  which  they  allow  us  in  the 
charges  to  points  named  in  this  tariff  on  freight  to  any  other  intermediate  points.  This 
is  the  only  instance  where  we  are  a  party  to  any  through  rates  which  are  greater  to  points 
on  the  same  line  for  a  shorter  than  a  longer  distance.  Our  passenger  rates  are  in  no  case 
more  for  a  short  than  for  a  long  distance  in  the  same  direction  and  over  the  same  line. 

I  trust  this  explanation  will  he  satisfactory  to  the  Commission. 

Yours,  truly, 

O.  S.  Lyford, 
General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


CHICAGO  AND  EASTERN  ILLINOIS  RAILROAD  COMPANY. 

Chicago,  III.,  September  19,  1905. 

Dear  Sir:  Referring  to  yours  of  September  11,  in  which  you  ask  me  to  give 
you  information  in  detail  as  to  the  difference  between  the  rates  that  existed  on  the 
Chicago  and  Eastern  Illinois  Railroad  Company,  wherein  the  fourth  section  of 
the  interstate-commerce  law  was  not  observed  by  this  company,  as  indicated  in 
General  Manager  Lyford’s  letter  dated  at  some  period  between  October  20  and 
October  31,  1887,  and  the  conditions  which  prevail  at  the  present  time,  beg  to 
state,  so  far  as  the  local  conditions  between  points  on  the  Chicago  and  Eastern 
Illinois  Railroad  Company’s  rails  are  concerned,  the  fourth  section  of  the  inter¬ 
state-commerce  law  is  not  observed  in  making  rates  between  Chicago  and  La 
Crosse,  Ind.,  this  company  undertaking  to  meet  the  short-line  rates  of  the  Pan 
Handle  road  to  that  point,  and  carrying  higher  rates  at  intermediate  points 
located  between  Percy  Junction  and  La  Crosse.  Oil  all  other  interstate  rates 
betweeen  points  on  the  Chicago  and  Eastern  Illinois  Railroad  Company  the 
fourth  section  of  the  interstate- commerce  law  is  rigidly  observed. 

The  conditions  surrounding  traffic  beyond  the  rails  of  this  company,  as  indi¬ 
cated  in  Mr.  Lyford’s  letter  previously  referred  to,  are  the  same  to-day  as  they 
were  in  1887.  I  feel  that  it  would  be  impossible,  however,  to  undertake  to 
advise  you,  in  detail,  the  differences  in  the  rates  themselves,  or  furnish  any 
adequate  explanation  of  the  changes  that  have  been  made.  None  of  the  records 
indicating  the  rates  in  effect  in  1887  are  available  at  this  time.  But  when  I 
say  to  you  that  the  present  tariff,  showing  the  through  rates  from  Chicago  to 
common  points  in  the  Mississippi  Valley — i.  e.,  Mississippi  Valley  through  freight 
tariff  No.  9.  issued  January  2,  1905,  and  which  consists  of  about  00  closely 
printed  pages — is  the  ninth  issue  of  this  kind,  together  with  voluminous  sup¬ 
plements,  since  date  of  September  26,  1896  ;  and,  again,  when  I  refer  you  to  tariff 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


263 


which  provides  rates  from  Chicago  to  the  Ohio  River,  applying  on  business  to 
points  in  the  Southeastern  States,  and  which  is  covered  by  through  freight  rate 
basis  No.  14-GL,  published  September  1,  1905,  and  which  is  the  fourteenth  issue 
since  January  6,  1897,  it  will  readily  occur  to  you  that  it  would  take  an  army  of 
clerks  and  a  lifetime  to  furnish  detailed  information  as  to  the  changes  that 
have  been  made  within  a  period  of  nineteen  years  in  this  particular  territory, 
and  the  causes  therefor. 

In  a  general  way,  where  the  fourth  section  of  the  interstate-commerce  law  is 
not  observed  by  our  company  we  are  actuated  by  a  principle  which  has  been 
established  by  the  Supreme  Court  of  the  United  States,  and  from  which  I  quote 
as  follows : 

“  Where  actual  competition  exists  at  the  more  distant  point  which  does  not 
obtain  at  the  intermediate  or  nearer  point,  and  where  such  competition  has 
actually  produced  a  lower  rate  at  the  more  distant  point  which  the  carrier  can 
not  control  and  must  meet  to  obtain  a  share  of  the  business,  neither  the  third 
nor  the  fourth  section  of  the  act  to  regulate  commerce  prohibits  the  disparity  in 
rates  at  the  shorter  and  longer  distance  points,  provided  the  longer  distance 
competitive  rate  is  remunerative  and  the  shorter  distance  rate  is  reasonable.” — 
Decision  of  the  United  States  Supreme  Court  in  Interstate  Commerce  Commis¬ 
sion  v.  Alabama  Midland  R.  Co.  (168  U.  S.,  144 ;  42  L.  ed.,  414-418),  and  which  is 
to  be  found  on  page  534  of  the  Interstate  Commerce  Report,  volume  9,  Novem¬ 
ber  9,  1903. 

Respectfully,  yours,  J.  A.  Middleton. 

Mr.  S.  B.  Elkins, 

Chairman  Senate  of  the  United  States 

Committee  on  Interstate  Commerce,  Washington,  D.  C. 


CHICAGO  AND  NORTHWESTERN  RAILWAY  COMPANY. 


Dear  Sir  :  The  circular  from  your  department  of  statistics,  under  date  of  October  20, 
addressed  to  J.  M.  Whitman,  general  manager  of  this  company,  has  been  handed  to  me, 
and  in  reply  to  the  inquiry  therein  made  I  would  state  that  this  company  is  a  party  to 
published  through  tariffs  between  the  Pacific  coast  and  Chicago  and  points  east  in  con¬ 
nection  with  the  Northern  Canadian,  and  Union  Pacific  railways.  On  traffic  moved 
under  such  through  tariffs  this  company  accepts  as  its  proportion  rates  which  are  less 
than  the  charges  between  Council  Bluffs  or  Saint  Paul  and  Chicago,  or  points  east  of 
Chicago,  on  like  commodities. 

This  company  is  also  party  to  sundry  contracts  entered  into  prior  to  the  passage  of' the 
interstate-commerce  law  with  merchants  and  shippers  located  at  Hancock,  Houghton, 
Negaunee,  and  Ishpeming,  and  other  points  in  the  peninsular  of  Michigan,  at  rates  made 
necessary  by  the  competition  of  steamboat  lines  on  Lakes  Michigan  and  Superior,  which 
contracts  provide  for  lower  rates  than  the  published  tariffs  of  the  company,  and  copies 
of  the  same  have  been  previously  filed  with  your  honorable  hoard. 

With  these  exceptions  there  are  no  points  on  the  line  of  this  company  to  or  from  which 
interstate  rates,  passenger  or  freight,  are  made  by  it  or  in  connection  with  others  that 
are  greater  than  the  rates  to  or  from  more  distant  points  in  the  same  direction  over  the 
same  line. 

We  do  not  wish  it  understood,  however,  that  this  is  the  settled  policy  of  this  company. 
We  have  deemed  this  course  a  prudent  one  to  pursue  until  an  authoritative  interpreta¬ 
tion  of  the  fourth  section  of  the  act  is  had.  This  course  works  a  peculiar  hardship  to 
this  company  with  respect  to  its  northeastern  traffic.  The  traffic  of  that  territory,  al¬ 
ready  very  large,  is  increasing  rapidly.  Its  chief  commercial  centers  are  the  cities  of 
Saint  Paul  and  Minneapolis.  The  distance  from  these  cities  to  the  chief  ports  of  Lake 
Michigan  (Milwaukee  and  Chicago)  is  approximately  200  miles  greater  than  to  the  ports 
of  Duluth,  Washburn,  etc.,  on  Lake  Superior.  To  meet  this  competition  involves  the 
making  of  extremely  low  rates  to  the  Lake  Michigan  ports,  from  which  the  railroad  lines 
which  first  reached  the  cities  and  territory  named  were  originally  projected.  We  feel 
that  the  law  should  be  so  construed  or  so  amended  as  to  permit  us  to  meet  this  compe¬ 
tition  by  establishing  rates  to  and  from  Saint  Paul  and  Minneapolis  and  the  cities  of  Mil¬ 
waukee  and  Chicago,  which  will  work  an  equality  of  rates  to  and  from  Saint  Paul  and 
Minneapolis  and  eastern  seaboard  cities  and  foreign  ports  via  Lakes  Superior  and  Michi¬ 
gan,  and  that  we  he  permitted  to  do  so  without  prejudice  to  the  rates  established  by  us 
to  and  from  intermediate  points  between  Saint  Paul  and  Minneapolis  and  Chicago  and 
Milwaukee,  or  to  the  rates  made  by  us  upon  the  same  commodities  for  similar  distances 
upon  other  divisions  of  our  systems,  provided  the  same  are  reasonable. 

Very  truly,  yours, 


Henry  C.  Wicker, 

Tragic  Manager. 


Hon.  T.  M.  Cooley, 

Chairman  Interstate  Commerce  Commission,  Washington,  D.  C. 


264 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


CHICAGO  AND  NORTH  WESTERN  RAILWAY  COMPANY. 

Chicago,  October  12,  1905. 

Dear  Sir  :  Acknowledging  receipt  of  your  favor  of  September  11,  with  in¬ 
closure,  and  also  the  communication  of  October  9,  relative  to  the  adjustment  of 
rates  and  tariffs  from  and  to  certain  points  where  the  long  and  short  haul  clause 
is  not  observed. 

Conditions  as  described  in  Mr.  Wicker’s  letter  of  1887  have  not  materially 
changed,  with  the  exception  of  that  portion  of  the  letter  which  refers  to  certain 
contracts  entered  into  with  merchants  and  shippers  at  Hancock,  Houghton, 
Negaunee,  and  Ishpeming.  It  has  been  necessary  for  the  carriers  in  order  to 
participate  in  certain  traffic,  and  to  meet  the  competition  of  steamboats  and 
short  lines,  to  establish  rates  from  time  to  time  where  the  strict  observance  of 
the  long  and  short  haul  clause  would  be  a  great  hardship. 

As  per  your  request,  I  give  below  a  few  instances  of  this  nature : 

First.  The  rates  in  effect  from  Niagara  frontier,  New  York,  Buffalo  and  other 
eastern  territory  to  St.  Paul,  Minneapolis,  and  other  points  in  the  Northwest 
as  against  rates  in  effect  via  the  Grand  Trunk,  Canadian  Pacific,  and  Soo  Line  to 
and  from  the  same  territory.  These  rates  from  Atlantic  seaboard  points  to  St. 
Paul,  Minneapolis,  and  points  beyond  were  established  by  the  Grand  Trunk 
Railway  and  the  Canadian  Pacific  Railway,  and  if  the  American  lines  partici¬ 
pating  in  this  business  were  compelled  to  make  these  rates  a  maximum  at  all 
intermediate  points  it  would  involve  the  rates  from  this  territory  to  all  points 
in  Iowa,  Minnesota,  and  Wisconsin. 

Second.  This  company  is  a  party  to  through  rates  from  Chicago  and  east,  and 
west  as  far  as  the  Missouri  River,  to  the  Pacific  coast,  which  are  less  than  the 
rates  to  intermediate  points,  to  meet  vessel  competition  around  the  Cape  from 
New  York,  and  also  water  competition  via  south  Atlantic  gulf  ports. 

Third.  On  lumber  from  Ashland,  Duluth,  and  other  Lake  Superior  ports  to 
Chicago  and  other  Lake  Michigan  ports  to  meet  vessel  competition. 

Fourth.  Traffic  between  Chicago  and  Houghton,  Hancock,  Ishpeming,  Negau¬ 
nee,  etc.,  handled  under  the  Official  Classification,  to  meet  the  competition  of  the 
rates  made  by  the  lines  reaching  this  territory  via  Mackinaw  and  via  the  Soo. 

Fifth.  Coal  from  Lake  Michigan  ports  to  certain  territory  in  South  Dakota 
to  put  the  coal  shippers  from  Lake  Michigan  ports  on  a  parity  with  coal  shippers 
from  Lake  Superior  ports,  viz,  Duluth  and  Superior. 

Sixth.  Lumber  from  Southern  points  to  markets  in  Iowa  and  Minnesota.  The 
long  and  short  haul  clause  is  not  observed  in  some  instances  in  equalizing  rates 
via  the  different  gateways  on  the  Missouri  River  and  St.  Louis  and  other  gate¬ 
ways  on  the  Mississippi  River  to  common  territory. 

We  believe  any  legislation  which  would  call  for  a  strict  observance  of  the 
long  and  short  haul  clause  would  not  only  be  a  great  hardship  on  the  carriers, 
but  also  upon  the  shippers,  inasmuch  as  it  would  prevent  making  an  equality 
of  rates  via  different  gateways  and  thus  curtail  the  business  of  the  carriers 
and  the  shippers  doing  business  over  the  longer  lines  at  the  rates  fixed  by  the 
short  line. 

Respectfully,  yours,  M.  Hughitt,  Jr., 

Freight  Traffic  Manager. 

Hon.  S.  B.  Elkins, 

Chairman  Senate  Committee  on  Interstate  Commerce , 

Washington,  D.  C. 


CHICAGO,  BURLINGTON  AND  QUINCY  RAILROAD  COMPANY. 

Dear  Sir  :  Answering  your  communication  of  the  20th  ultimo,  requesting  information 
as  to  whether  there  are  any  points  upon  this  road  to  or  from  which  interstate  rates  for 
passengers  or  freight  are  made  which  are  greater  than  to  or  from  more  distant  points  In 
the  same  direction  over  the  same  line — 

So  far  as  our  passenger  business  is  concerned  there  are  no  rates  of  this  kind. 

On  our  freight  business,  however,  we  are  charging  a  lesser  rate  for  a  longer  distance  on 
two  classes  of  business : 

(1)  On  Pacific  coast  business,  it  being  the  understanding  by  the  Pacific  roads  that 
they  are  at  liberty  to  do  this  on  account  of  water  competition. 

(2)  On  business  to  sundry  points  on  the  Kansas  City,  Fort  Scott  and  Gulf  Railway, 
In  Missouri  and  Kansas,  upon  the  request  of  that  road  and  In  conjunction  with  all  other 
roads  between  Chicago  and  Kansas  City.  The  reason  for  this  is  that  the  Kansas  City, 
Fort  Scott  and  Gulf  people  were  desirous  of  meeting  competition  at  points  of  Intersec¬ 
tion  with  the  Missouri  Pacific  and  Saint  Louis  and  San  Francisco  roads,  but  felt  that 
they  could  not  do  this  if,  in  order  to  bring  it  about,  they  were  obliged  to  reduce  all  their 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


265 


intermediate  local  rates.  They  felt  that  this  particular  section  of  country  would  be  des¬ 
titute  of  competition  unless  they  adopted  this  ruling,  and  upon  their  request  the  lines 
between  Chicago  and  Kansas  City  consented  to  become  parties  to  the  lesser  rate  for  the 
longer  distance,  the  Kansas  City,  Fort  Scott  and  Gulf  people  assuming,  practically,  the 
responsibility  therefor. 

I  attach  the  following-named  tariffs,  which  are  all  we  have  that  involve  this  question : 

1.  Kansas  City,  Fort  Scott  and  Gulf  Railroad,  division  sheet  No.  10,  Chicago,  Burling¬ 
ton  and  Quincy  general  freight  office,  592. 

2.  Kansas  City,  Fort  Scott  and  Gulf  Railroad,  division  sheet  No.  11. 

3.  Kansas  City,  Fort  Scott  and  Gulf  Railroad,  division  sheet  No.  13. 

4.  Oregon  Railroad  and  Navigation  tariff  No.  242 ;  Union  Pacific  circular  No.  550 ; 
Northern  Pacific  and  Oregon  Railroad  and  Navigation  general  freight  office  No.  248. 

5.  Pacific  coast  tariff  No.  4. 

6.  Pacific  coast  tariff  No.  5. 

7.  Chicago,  Burlington  and  Quincy  tariff  No.  6663. 

8.  Chicago,  Burlington  and  Quincy  tariff  No.  545. 

Yours,  truly,  Henry  B.  Stone. 

Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


BURLINGTON  AND  MISSOURI  RIVER  RAILROAD  IN  NEBRASKA." 

[C.,  B.  &  Q.  R.  R.  Co.,  owner.] 

Dear  Sir  :  In  reply  to  your  circular  letter  of  the  20th  inst.,  in  regard  to  rates  on  this 
road,  I  attach  hereto  our  freight  tariffs  on  California  business,  showing  the  only  rates  in 
effect  which  vary  in  the  least  respect  from  the  fourth  clause  of  the  interstate  bill.  Cali¬ 
fornia  business  is  the  only  business  done  by  this  company,  directly  or  indirectly,  where 
our  through-freight  rates  are  lower  for  the  long  than  for  the  short  hauls. 

We  have  no  passenger  rates  in  effect  such  as  described  in  your  circular. 

Yours,  truly, 

G.  W.  Holdrege, 

•  General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


BURLINGTON  AND  NORTHWESTERN  RAILWAY  COMPANY." 

Dear  Sir  :  Your  circular  letter  to  Mr.  T.  W.  Barhydt,  president,  has  been  handed  to 
me.  Replying  thereto,  would  say  :  There  are  no  points  upon  the  line  of  this  railway,  or 
any  other  railway  operated  by  this  company,  under  lease  or  otherwise,  to  or  from  which 
interstate  rates  for  passengers  or  freight  are  made  by  this  road,  or  in  any  connection 
with  other  roads,  which  are  greater  than  the  rates  to  or  from  more  distant  points  in  the 
same  direction  over  the  same  line. 

It  may  be  in  order  to  state  here  that  in  maintaining  this  long  and  short  haul  provision 
of  the  interstate  law  this  company  has  been  obliged  to  surrender  a  considerable  passen- 

§er  business  to  western  points  outside  the  State  of  Iowa,  while  its  patrons  have  either 
een  obliged  to  pay  increased  fares  or  suffer  inconvenience  from  poor  connections,  trans¬ 
fer,  etc.,  incident  to  the  shorter  line. 

Yours,  very  truly,  John  T.  Gerry, 

Supt.  and  C.  F.  and  P.  A. 

Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


CHICAGO,  BURLINGTON  AND  QUINCY  RAILWAY  COMPANY, 

Chicago,  III.,  October  20,  1905. 

Hon.  S.  B.  Elkins. 

My  Dear  Sir:  Answering  your  letter  without  date,  relating  to  the  applica¬ 
tion  of  certain  rates  covered  by  letter  written  some  years  ago  by  Mr.  H.  B. 
Stone,  who  at  that  time  was  general  manager  of  this  company : 

I  can  only  reply  to  your  letter  in  a  general  way,  because  there  are  so  many 
rates  involved  and  so  many  changes  have  occurred  since  then  that  to  treat 
each  specifically  would  at  this  late  day  be  a  very  difficult  matter. 

However,  the  situation  regarding  the  rates  to  and  from  Pacific  coast  termi¬ 
nals  is  practically  the  same  to-day  as  it  was  at  the  time  mentioned  by  Mr. 
Stone — that  is  to  say,  those  rates  are  still  made  to  meet  water  competition, 
and  for  that  reason  are  not  applied  to  the  intermediate  territory. 

As  to  the  application  of  rates  to  points  on  the  Kansas  City,  Fort  Scott  and 
Gulf  Railroad,  also  referred  to  in  Mr.  Stone’s  letter,  I  would  say  that  several 
years  ago  this  property  was  acquired  by  the  St.  Louis  and  San  Francisco  Rail- 


«  This  property  is  now  controlled  by  the  Chicago,  Burlington  and  Quincy.  See 
response  of  that  company  to  the  present  inquiry. 


266 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


way  Company,  and  from  its  traffic  officers  I  am  sure  you  will  be  able  to  secure 
full  information  as  to  the  general  application  of  those  rates,  both  as  to  the 
past  and  present  We  do  not,  however,  publish  the  joint  rates  to  those  points 
now,  and  we  are  not  fully  informed  to  what  extent,  if  at  all,  the  long  and  short 
haul  clause  is  not  observed  to  points  on  that  line. 

I  will  send  you  this  evening,  under  separate  cover,  copies  of  the  tariffs 
showing  the  present  rates  between  the  East  and  California  terminals,  and 
copies  of  the  tariffs  showing  the  rates  now  in  force  from  Chicago  and  St.  Louis 
to  points  on  the  old  Kansas  City,  Fort  Scott  and  Gulf  Railway,  which,  as 
stated  above,  is  now  a  part  of  the  St.  Louis  and  San  Francisco  System. 

Aside  from  the  two  cases  cited  in  Mr.  Stone’s  letter,  there  are  quite  a  few 
instances  where  a  rate  is  made  to  meet  water  competition  or  to  meet  those  of 
the  direct  routes,  which  is  not  applied  to  intermediate  points. 

For  instance,  our  rates  from  Chicago  to  Sioux  City  in  connection  with  the 
Wilmar  and  Sioux  Falls  Railway  are  not  applied  to  intermediate  points, 
because,  being  the  long  line,  we  simply  meet  the  established  rates  of  the  shorter 
and  more  direct  routes. 

There  are  lake  and  rail  rates  in  force  from  New  York  and  Buffalo  to  St. 
Paul,  Minneapolis,  Winona,  Minn.,  and  La  Crosse,  Wis.,  which  are  not  applied 
to  intermediate  territory,  because  they  are  necessary  against  those  made  by 
water  lines  in  connection  with  certain  rail  lines  from  the  different  lake  ports. 

There  are  also  rates  in  force  on  sugar  from  Colorado  manufacturing  points 
to  Missorui  River  points  which  are  less  than  the  rates  to  points  in  Kansas  and 
Nebraska  west  thereof.  This  adjustment,  however,  is  created  by  the  adjust¬ 
ment  of  rates  from  California,  New  York,  and  New  Orleans  to  Missouri  River 
and  the  territory  west,  and  is  indirectly  the  result  of  water  competition. 

To  Montana  common  points  the  rates  from  Chicago,  Mississippi,  and  Missouri 
River  points  are  not  applied  to  intermediate  points  by  the  lines  reaching  Mon¬ 
tana  through  Colorado,  Utah  and  Idaho.  The  reason  for  this  is  that  the  long 
lines  undertake  by  this  route  to  meet  the  rates  of  the  more  direct  routes  oper¬ 
ating  through  St.  Paul,  Minn. 

The  rates  from  the  East  to  Utah  common  points  are  not  applied  to  interme¬ 
diate  points  because  those  rates  bear  some  relation  to  the  rates  from  the  East 
to  California  and  from  California  to  Utah  and  to  the  rates  from  Eastern  points 
to  Montana  common  points. 

There  are  also  rates  in  force  from  the  East  to  Galveston  and  Houston,  Tex., 
which  are  not  applied  to  intermediate  points,  because  those  rates  are  necessary 
against  the  rates  made  by  the  boat  lines  operating  direct  from  Atlantic  sea¬ 
board  points  to  Galveston. 

From  the  East  and  from  Chicago  to  Duluth,  Minn.,  the  rates  are  not  made 
the  maximum  at  intermediate  points,  because  in  this,  like  some  of  the  other 
cases  mentioned,  water  competition  requires  lower  rates  than  are  necessary  at 
the  interior  or  intermediate  points. 

d’o  El  Paso,  Eagle  Pass,  and  Laredo,  Tex.,  the  rates  from  the  East  are  less 
than  to  intermediate  territory  on  the  direct  line.  These  three  points  are  the 
gateways  to  the  Republic  of  Mexico,  and  the  rates  to  those  points  are  necessary 
to  enable  our  jobbers,  manufacturers,  merchants,  and  our  railroads  to  compete 
successfully  for  the  Mexican  trade  against  the  rates  made  by  steamers  direct 
from  New  York  and  from  European  ports  by  vessels  sailing  direct  to  the  ports 
of  Tampico  and  Veracruz,  Mexico. 

The  rates  to  New  Orleans  are  not  applied  to  intermediate  points.  They  are 
likewise  the  result  of  water  competition,  and' are  necessary  against  rates  made 
by  the  boats  operating  direct  between  New  Orleans  and  Atlantic  seaboard 
points. 

The  rates  made  by  the  direct  routes  from  New  York  to  East  St.  Louis  are 
not  applied  to  intermediate  points  by  the  lines  operating  through  Chicago,  this 
being  another  case  where  the  long  lines  undertake  to  meet  the  rates  of  the 
shorter  and  more  direct  routes. 

There  are  likely  other  cases  where  rates  are  not  applied  to  intermediate 
points,  but  these  are  the  only  ones  that  occur  to  me  just  now.  However,  in 
every  case  I  beliewe  they  are  justified  either  by  water  competition,  competition 
beween  markets,  or  instances  where  it  is  necessary  for  the  long  line  to  meet  the 
rates  of  the  shorter  and  more  direct  routes. 

Yours,  truly  George  H.  Crosby. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Washington ,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


267 


9 

MILWAUKEE  AND  NORTHERN  RAILROAD  COMPANY.0 

Dear  Sir  :  Your  circular  letter  of  October  20,  addressed  to  J.  C.  Spencer,  our  vice- 
president,  has  been  referred  to  me  for  reply. 

I  desire  to  call  your  attention  to  copies  of  correspondence  which  passed  between  Chair¬ 
man  Cooley  and  myself  in  April  last  regarding  the  point  in  question. 

There  is  no  point  on  our  line,  excepting  at  Beaver,  Ellis  Junction,  and  Porterfield, 
where  we  charge  more  for  a  shorter  than  for  a  longer  haul. 

We,  as  stated  in  our  communication  of  April  5,  believe  we  are  justified  in  doing  this, 
by  reason  of  the  fact  that  all  of  these  stations  are  north  of  Menominee  and  would  have 
no  claim  for  equal  rate  were  it  not  for  the  fact  that  our  line,  as  constructed,  reaches 
Menominee  in  a  roundabout  manner,  which  line  was  constructed  prior  to  the  passage  of 
the  interstate  bill. 

Inclosed  herewith  are  copies  of  our  tariffs,  showing  the  relative  rates  to  Beaver,  Ellis 
Junction,  Porterfield,  and  Marinette  and  Menominee. 

Yours,  truly,  *  J.  C.  Forester, 

General  Freight  Agent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington ,  D.  C. 


Milwaukee  and  Northern  Railroad  Company, 

General  Freight  Department, 

Milwaukee,  April  5,  1887. 

Gentlemen  :  I  hand  you  herewith  a  map  of  the  State  of  Wisconsin,  showing  the  line 
of  this  road,  and  beg  leave  to  ask  your  consideration  of  the  following  statement  of  facts  : 

At  Marinette,  Wis.,  and  Menominee,  Mich.,  there  is  a  very  large  quantity  of  lumber 
manufactured,  which,  owing  to  the  location  of  these  points  on  the  shores  of  Lake  Michi¬ 
gan,  has  uniformly  been  transported  to  Chicago  and  Milwaukee  by  water,  either  for  local 
consumption  or  for  reshipment  west,  and  to  secure  a  share  of  this  and  other  business 
we  have  for  the  past  two  years  adopted  the  policy  of  making  a  lower  rate  between  Mari¬ 
nette  and  Menominee  and  Chicago  and  Milwaukee  than  we  make  between  points  south  of 
Marinette  to  and  including  Coleman  and  Chicago  and  Milwamkee. 

We  have  construed  section  4  of  the  interstate-commerce  act,  which  inferentially  per¬ 
mits  a  less  charge  for  a  longer  than  for  a  shorter  haul  where  the  circumstances  and  con¬ 
ditions  are  not  similar,  as  giving  us  authority  to  make  a  less  charge  Chicago  or  Mil¬ 
waukee  to  Marinette  and  Menominee  than  to  Ellis  Junction,  as  we  maintain  that  by 
reason  of  Marinette  and  Menominee  having  direct  water  communications  with  Milwaukee 
and  Chicago,  the  circumstances  and  conditions  are  not  similar  to  those  at  Ellis  Junc¬ 
tion,  which  does  not  enjoy  these  natural  advantages  and  would  have  nothing  on  which 
to  base  a  claim  for  an  equal  rate  were  it  not  for  the  fact  that  this  line,  as  constructed, 
reaches  Marinette  and  Menominee  in  a  somewhat  roundabout  way. 

Acting  on  the  above  construction  of  section  4,  we  are  preparing  tariffs,  which,  in  some 
instances,  show  a  lower  rate  to  and  from  Marinette  and  Menominee  than  to  points  south  ; 
and  as  we  desire  to  conform  strictly  to  the  provisions  of  the  laAV  we  would  ask  if  our 
construction  of  section  4  will  be  approved  by  you.  We  desire  to  shape  our  action  in  con¬ 
formity  with  the  provisions  of  the  law,  and,  if  we  err,  to  take  an  appeal  as  soon  as  posi- 
ble  and  prepare  our  arguments  for  authority  to  charge  less  for  a  longer  than  for  a  shorter 
haul  in  the  instance  cited. 

Requesting  an  early  reply,  I  am,  very  respectfully,  yours, 

,T.  C.  Forester, 
General  Freight  Agent. 

The  Interstate  Commerce  Commissioners, 

Washington,  D.  C. 


The  Interstate  Commerce  Commission, 

Washington,  D.  C.,  April  23,  1887. 

Dear  Sir  :  Yours  of  the  5th  instant  has  been  laid  before  the  Commission,  but  does  not 
seem  to  call  af  present  for  any  action  at  its  hands. 

Very  respectfully,  yours,  T.  M.  Cooley, 

Chairman. 


J.  C.  Forester,  Esq., 

General  Freight  Agent  Milwaukee  and  Northern  Railroad  Co. 


CHICAGO,  MILWAUKEE  AND  ST.  PAUL  RAILWAY  COMPANY. 

Chicago,  September  26,  1905. 

Dear  Sir  :  Supplementing  my  letter  in  answer  to  your  favor  of  the  9th,  I 
inclose  herewith  a  statement  showing  the  lumber  rates  on  the  Superior  division 


o  This  property  is  now  controlled  by  the  Chicago,  Milwaukee  and  St.  Paul. 
See  response  of  that  company  to  the  present  inquiry. 


268 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


of  the  Chicago,  Milwaukee  and  St.  Paul  Railway  (formerly  the  Milwaukee 
and  Northern  Railroad)  from  June  10,  1890,  down  to  the  present  time.  The 
Milwaukee  and  Northern  Railroad  was  purchased  by  this  railroad  subsequent 
to  1890,  and  in  the  preservation  of  the  records  we  have  nothing  that  dates 
prior  to  that  year  on  the  Milwaukee  and  Northern  road. 

You  will  note  from  the  attached  statement  that  in  the  year  1890  the  rates 
from  Porterfield,  Beaver,  and  Ellis  Junction  to  Chicago  and  Milwaukee  w’ere 
no  higher  than  the  rates  from  Marinette  and  Menominee.  While  our  records 
do  not  indicate  clearly  the  reason  for  the  change  from  the  application  of  a 
lower  rate  from  Marinette  and  Menominee  than  from  the  intermediate  points 
referred  to  in  Mr.  Forrester’s  communication,  the  change  was  made  because 
of  the  effect  the  application  of  the  low  rate  from  Marinette  and  Menominee, 
to  meet  water  competition,  had  upon  rates  to  Chicago  and  Milwaukee  from 
interior  lumber-producing  points. 

The  Marine tte-Menominee  rate  continued  to  be  the  maximum  until  August  5, 
1896.  At  that  time  water  competition,  by  reason  of  the  establishment  of  car- 
ferry  lines  running  from  Marinette,  Menominee,  etc.,  to  Chicago,  made  it  nec¬ 
essary  for  us,  in  order  to  secure  any  share  of  the  business  moving  between 
the  points  named,  to  recognize  the  conditions,  and  the  rate  of  7  cents  was 
established  from  Marinette  and  Menominee  to  Chicago  and  Milwaukee,  ignor¬ 
ing  the  long  and  short  haul  clause  of  the  interstate-commerce  law. 

From  1896  to  the  present  time  the  rates  have  varied  somewhat,  as  the 
statement  indicates,  the  present  rate  being  8$  cents  per  hundred  pounds.  At 
the  present  time  the  Marinette-Menominee  rate  is  applied  as  a  maximum  to 
Chicago  and  Milwaukee  from  Porterfield,  Beaver,  and  Ellis  Junction  by  reason 
of  competing  lines  carrying  the  Marinette-Menominee  rate  at  intermediate 
points  adjacent  to  our  Superior  division  from  Ellis  Junction  south. 

In  answer  to  your  last  inquiry,  in  regard  to  instances  of  greater  charges  for 
intermediate  than  for  longer  hauls,  the  following  is  an  illustration  of  where 
this  condition  exists,  viz :  The  rates  from  Eau  Claire  and  Chippewa  Falls,  via 
the  Chicago,  Milwaukee  and  St.  Paul  Railway,  to  Columbus,  Oconomowoc, 
Hartland,  Pewaukee,  and  Watertown,  Wis.,  are  higher  than  the  rates  from 
Eau  Claire  and  Chippewa  Falls  to  Chicago.  The  reason  for  this  is  that  the 
rates  from  Eau  Claire  and  Chippewa  Falls  (large  lumber-producing  points)  to 
Chicago  are  influenced  by  the  rates  in  effect  from  Lake  Superior  ports  (Duluth, 
Superior,  and  Ashland),  which  are  based  on  water  transportation  via  Lake 
Superior  and  Lake  Michigan. 

Another  illustration  of  charging  a  higher  rate  to  intermediate  points  than 
for  the  longer  haul  is  where  we  meet,  via  Lake  Michigan  ports,  the  competi¬ 
tion,  via  Lake  Superior  ports  (Duluth  and  Superior),  on  shipments  originating 
in  trunk-line  territory  and  destined  to  St.  Paul-Minneapolis.  In  this  instance, 
under  the  application  of  the  long  and  short  haul  clause,  the  rates  to  St.  Paul- 
Minneapolis  would  be  the  maximum  as  far  west  as  Albert  Lea,  Minn.,  by 
reason  of  certain  lines  running  from  Chicago  to  St.  Paul-Minneapolis  through 
Albert  Lea ;  and  the  same  conditions  would  apply  at  Austin,  Faribault,  North- 
field,  etc.,  on  the  lines  of  the  Chicago,  Milwaukee  and  St.  Paul  Railway  cross¬ 
ing  the  Mississippi  River  at  North  McGregor  and  terminating  at  St.  Paul- 
Minneapolis.  The  published  rates,  however,  to  St.  Paul-Minneapolis  are  lower, 
by  reason  of  the  water  competition  via  Lake  Superior,  than  the  rates  applied 
to  the  intermediate  points  referred  to  above  on  shipments  forwarded  via  Mil¬ 
waukee  and  Chicago. 

I  have  given  you  two  instances  which  I  presume  will  answer  your  purpose  as 
well  as  if  I  had  given  you  a  greater  number.  I  am  quite  certain  that  a  care¬ 
ful  investigation  would  disclose  a  number  of  instances  where  the  long  and 
short  haul  is  ignored,  not  on  account  of  water  competition,  but  simply  a  ques¬ 
tion  of  the  long  line  meeting  the  rates  established  by  the  short  line  between 
two  given  points.  If  there  is  any  further  information  that  I  can  give  you,  or 
if  I  have  not  fully  covered  the  information  desired  in  your  letter  of  the  9th,  I 
shall  be  very  willing  and  much  pleased  to  have  you  make  a  further  call  on  me 
for  such  additional  information  as  you  may  require. 

Yours,  truly,  J.  H.  Hlland, 

Third  Vice-President. 

Hon.  Stephen  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

Washington,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


269 


The  statement  referred  to  in  the  foregoing  is  as  follows : 

Lumber,  carloads. 


From— 

To- 

i 

Date 

effective. 

Beaver, 

Wis. 

Porter¬ 

field, 

Wis. 

Ellis 

Junc¬ 

tion, 

Wis. 

Mari¬ 
nette, 
Wis.,  Me¬ 
nominee, 
Mich. 

Chicago,  Ill  _  . . . . 

[june  10, 1900 

|  10.0 

10.0 

10.0 

10.0 

Milwaukee,  Wis._ . 

Chicago.  Ill . . . 

}nov.  15, 1893 

ii.o 

11.0 

11.0 

11.0 

Milwaukee,  Wis... . . . 

\  10.0 

10.0 

10. 0 

10.0 

Chicago,  Ill . . 

j-Apr.  10,1895 
[Apr.  1,1896 

j  11.0 

11.0 

11.0 

11.0 

Milwaukee,  Wis . . 

1  9.0 

9.0 

9.0 

9.0 

Chicago,  Ill .  . . . 

/  10.0 

10.0 

10.0 

10.0 

Milwaukee,  Wis. . 

t  9.0 

9.0 

9.0 

9.0 

Chicago,  Ill . . . . . 

Milwaukee,  Wis. . . 

J  Aug.  5, 1896 
[Mar.  7,1900 

f  10.0 

1  9.0 

10.0 

9.0 

10.0 

9.0 

7.0 

7.0 

Chicago,  Ill . . . . 

J  11.0 
l  9.0 

/  10.0 

11.0 

.  11.0 

7.0 

Milwaukee,  Wis . . . 

9.0 

9.0 

7.0 

Chicago,  Ill . . 

[■July  5,1901 
J-Sept.  22, 1902 
[Present  rate 

10.0 

10.0 

8.5 

Milwaukee,  Wis . 

1  9.0 

9.0 

9.0 

8.5 

Chicago,  Ill . . . . . 

J  8.5 

8.5 

8.5 

8.5 

Milwaukee,  Wis.  . . 

{  8.5 

8.5 

8.5 

8.5 

Chicago,  Ill . . . 

j  8.5 

8.5 

8.5 

8.5 

Milwaukee.  Wis... . 

\  8.5 

8.5 

8.5 

8.5 

BURLINGTON,  CEDAR  RAPIDS  AND  NORTHERN  RAILWAY  COMPANY. “ 

Dear  Sir  :  In  reply  to  your  circular  of  the  20th,  would  say  our  lines  run  in  the  States 
of  Iowa  and  Minnesota  and  Territory  of  Dakota,  and  our  local  tariffs  are  therefore 
“  interstate  ”  and  made  strictly  in  accord  with  the  law. 

This  has  been  a  very  serious  loss  to  us  ;  in  having  to  withdraw  from  competition  busi¬ 
ness  which  we  have  heretofore  participated  in,  and  debarred  from  uniting  in  competition 
on  our  own  line,  except  by  general  reductions,  have  resulted  in  such  losses  that  if  contin¬ 
ued  (and  I  see  no  help  unless  the  law  is  modified)  will  result  in  bankruptcy,  not  only  for 
this  road,  but  many  others  in  the  West. 

Yours,  truly,  C.  J.  Ives, 

President. 

C.  C.  McCain,  Esq., 

Auditor  Railway  Commissioners ,  Washington,  D.  C. 


THE  CHICAGO,  ROCK  ISLAND  AND  PACIFIC  RAILWAY  COMPANY. 

Chicago,  September  22,  1905. 

Dear  Sir:  Acknowledging  receipt  of  your  communication,  inclosing  copy  of 
letter  written  by  Mr.  C.  J.  Ives,  president  of  the  Burlington,  Cedar  Rapids  and 
Northern  Railway,  to  Mr.  C.  C.  McCain,  auditor,  Interstate  Commerce  Commis¬ 
sion.  The  conditions  described  by  Mr.  Ives  have,  since  his  letter  was  written, 
presumably  in  the  fall  of  1887,  materially  changed.  At  that  time  the  territory 
traversed  by  the  Burlington,  Cedar  Rapids  and  Northern  Railway,  as  compared 
with  now,  was  in  the  infancy  of  its  development.  Since  that  time  there  has 
been  a  large  and  steady  immigration  to  northern  Iowa,  Minnesota,  and  South 
Dakota,  and  the  country,  therefore,  has  become  much  more  densely  settled.  New 
lines  have  been  built  into  that  territory  and  old  lines  extended,  new  industries 
have  sprung  up  at  various  points,  and  the  character  of  the  traffic,  due  to  these 
natural  causes,  has  materially  changed. 

I  regret  to  say  that  because  of  the  records  of  the  Burlington,  Cedar  Rapids 
and  Northern  Railway,  prior  to  the  merger  of  that  company  with  the  Chicago, 
Rock  Island  and  Pacific  Railway  on  June  1,  1902,  having  been  destroyed,  I  am 
without  the  data  necessary  to  inform  you  as  fully  as  you  request  in  regard  to  the 
change  in  conditions  which  has  gradually  taken  place.  Neither,  on  account  of 
the  tariff  files  having  been  destroyed,  am  I  in  position  to  furnish  you  with  the 
rates  of  the  Burlington,  Cedar  Rapids  and  Northern  Railway  prior  to  June  1, 
1902.  I  infer  from  President  Ives’s  communication  that  at  the  time  it  was 


a  This  property  is  now  controlled  by  the  Chicago,  Rock  Island  and  Pacific. 
See  response  of  that  company  to  the  present  inquiry. 


270 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


written  the  tariffs  of  the  Burlington,  Cedar  Rapids  and  Northern  Railway  con¬ 
formed  strictly  with  the  requirements  of  the  statutes,  and  because  of  the  strict 
observance  of  the  long  and  short  haul  principle,  that  company  was  debarred 
from  participation  in  some  of  the  traffic  between  principal  terminal  points  or 
commercial  centers,  or  had  withdrawn  from  participation  in  such  traffic  be¬ 
cause  of  the  effect  by  reduction  in  rates  on  intermediate  point  traffic  that  would 
have  obtained  by  application  of  terminal  point  rates  as  maximum  intermediately. 

At  the  present  time  the  fourth  section  of  the  interstate  commerce  law  is 
not  in  all  cases  observed,  same  being  disregarded  because  of  decisions  by  the 
Supreme  Court  of  the  United  States,  where  it  has  been  held  that  the  meeting  of 
short  line  rates  between  competitive  common  points  is  permitted  without  af¬ 
fecting  rates  between  intermediate  points  because  of  dissimilar  conditions.  As 
typical  cases  of  this  character  would  say  that  the  rate  on  lumber  between  St. 
Paul-Minneapolis  and  Chicago  is  lower  than  the  rate  applying  between  di¬ 
rectly  intermediate  points,  as  is  also  the  case  on  various  other  commodities,  such 
as  scrap  iron,  cement,  grain,  and  grain  products. 

On  strictly  interstate  traffic  between  points  in  the  three  States  which  the 
Burlington,  Cedar  Rapids  and  Northern  Railway  traverses,  namely,  Iowa,  Min¬ 
nesota,  and  South  Dakota,  the  rates  are  as  provided  in  Chicago,  Rock  Island  and 
Pacific  tariffs,  OF  I)  9314,  GFD  9315,  GFD  31S1-B,  GFD  10428-A,  copy  of  each 
inclosed  herewith.  The  rates  shown  therein  govern  on  all  interstate  traffic  be¬ 
tween  points  in  the  States  mentioned,  except  where  lower  rates  can  be  oh-, 
tained  by  application  of  rates  between  terminal  points,  such  as  Kansas  City.  St. 
Paul,  Minneapolis,  Chicago,  St.  Louis,  and  other  Mississippi  River  points,  when 
in  such  cases  the  latter  rates  are  applied. 

I  also  beg  to  inclose  copies  of  Chicago,  Rock  Island  and  Pacific  tariffs,  GFD 
302-G,  GFD  15500,  GFD  12798-P,  GFD  11446-B,  GFD  3688-G,  GFD  10426-C, 
GFD  18425,  GFD  16335,  GFD  9999-B,  GFD  16956,  GFD  11659-A,  GFD  10425-A, 
providing  rates  between  the  terminal  points  mentioned,  which,  as  before  stated, 
govern  as  maximum  intermediately,  except  where  not  otherwise  specifically 
provided. 

Where  the  fourth  section  of  the  law  is  not  observed  it  is  because  of  competi¬ 
tive  conditions  made  by  foreign  and  water  routes  or  other  railways  having 
shorter  lines  than  ours,  and  thereby  fixing  rates  which  we  must  meet  in  order  to 
place  shippers  and  industries  located  along  our  line  on  an  equality  with  their 
competitors  in  the  same  line  of  business  located  on  competing  lines  who  ship 
between  the  same  points. 

I  hope  that  this  information  may  serve  the  purpose  of  your  inquiry.  If  not, 
I  shall  be  glad  to  give  you  such  additional  information  or  explanations  as  wTe 
may  be  in  position  to  supply. 

Yours,  very  truly,  W.  B.  Biddle, 

Third  Vice-President. 

Hon.  S.  B.  Elkins, 

Chairman,  Interstate  Commerce  Committee, 

United  States  Senate,  Washington,  D.  C. 


CHICAGO,  ST.  PAUL,  MINNEAPOLIS  AND  OMAHA  RAILWAY  COMPANY. 

I  have  received  the  circular  from  your  department  of  statistics  of  date  October  20, 
1887. 

You  ask  :  “Are  there  any  points  upon  the  railroad  of  your  company,  or  upon  any  rail¬ 
road  operated  by  your  company,  under  lease  or  otherwise,  to  or  from  which  interstate 
rates  for  passengers  or  freight  are  made  by  your  road  alone,  or  in  combination  with  other 
roads,  which  are  greater  than  the  rates  to  or  from  more  distant  points  in  the  same  direc¬ 
tion  over  the  same  line?”  “  If  yes,  please  state  what  points  are  so  treated.  Also  state 
the  rates  made  to  or  from  such  points,  respectively,  showing  the  higher  and  the  lower 
rates  charged.” 

In  reply  I  have  to  say  :  This  company  does  a  through  business  between  the  Pacific 
coast  and  Chicago  and  points  east,  hy  means  of  its  connections  with  the  Northern  Pacific 
and  the  Canadian  Pacific  Railroad  companies.  This  company  unites  with  those  com¬ 
panies  in  the  making  of  a  through  rate,  and  on  such  business  this  company  accepts  a  pro¬ 
portion  of  the  through  rate  ;  and  that  its  proportion  so  accepted  is  less  than  the  rates  it 
charges  between  Saint  Paul  and  Minneapolis  and  Chicago  and  points  east  of  Chicago  on 
like  commodities. 

With  this  exception  there  are  no  points  on  the  lines  operated  by  this  company  to  or 
from  which  interstate  rates  are  made  by  it,  or  in  connection  with  others,  that  are  greater 
than  the  rates  to  or  from  more  distant  points  in  the  same  direction  over  the  same  line. 

I  thinlf  it  proper  to  add  that  this  should  not  be  considered  the  settled  policy  of  the 
company.  They  have  thought  it  prudent,  in  advance  of  an  authoritative  interpretation  of 
the  fourth  section,  to  submit  to  a  loss  upon  a  portion  of  its  business,  rather  than  incur 
penalties  the  amount  of  which  could  not  he  foreseen. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


271 


I  desire  to  submit  that  this  is  an  alternative  to  which,  in  pursuing  a  legitimate  busi¬ 
ness,  this  company  ought  not  to  be  exposed  ;  that  the  law  should  be  so  construed  or  so 
amended  as  to  permit  common  carriers  while  doing  noncompetitive  business  at  reason¬ 
able  rates  to  engage  in  competitive  business  whenever  they  can  do  so  at  any  profit,  how¬ 
ever  small. 

Respectfully,  E.  L.  Winter, 

General  Manager. 

The  Interstate  Commerce  Commission,  * 

Washington,  D.  C. 


CHICAGO,  ST.  PAUL,  MINNEAPOLIS  AND  OMAHA  RAILWAY  COMPANY. 


St.  Paul,  Minn.,  September  26,  1905. 


Dear  Sir  :  Your  letter  under  date  of  September  11  to  Mr.  H.  M.  Pearce, 
general  freight  agent  of  this  company,  has  been  referred  to  me. 

After  carefully  reading  the  letter  of  Mr.  E.  W.  Winter,  formerly  general 
manager  of  this  company,  addressed  to  the  Interstate  Commerce  Commission 
in  1887,  I  beg  to  state  that  the  Pacific  coast  traffic  therein  specially  referred  to 
is  now,  as  then,  handled  on  through  tariffs’  the  proportions  of  which  yield  less 
than  local  rates  from  Minnesota  transfer,  St.  Paul,  or  Minneapolis  to  destina¬ 
tions  on  or  beyond  the  line  of  this  company.  This,  however,  is  a  condition 
general  to  the  adjustment  of  all  joint  rates.  The  original  inquiry,  as  I  inter¬ 
pret  it,  was  directed  to  the  rate  itself  and  not  to  the  divisions  thereof ;  and 
so  far  as  participation  of  this  company  is  concerned,  the  through  rates  to  or 
from  Pacific  coast  points,  from  or  to  destinations  on  or  beyond  our  line,  main¬ 
tain  as  maximum  rates  to  points  intermediate  therewith.  The  rates  upon 
Pacific  coast  traffic  are  published  by  the  transcontinental  freight  bureau,  and 
since  1887  the  changes  therein  have  been  numerous,  and  the  records  of  this 
company  will  not  enable  us  to  intelligently  answer  your  inquiry  of  the  details 
thereof.  As  to  typical  instances  of  greater  charges  for  shorter  than  for  longer 
hauls,  and  reasons  therefor,  I  refer  to  the  tariffs  of  this  company,  with  which 
we  are  entirely  familiar. 

Since  1887  various  and  controlling  conditions  of  competition  have  asserted 
themselves,  compelling  this  company,  in  protection  to  its  traffic,  to,  in  several 
cases,  establish  lower  rates  for  longer  than  for  shorter  hauls  over  the  same  line 
and  in  the  same  direction.  These  rates  principally  apply  to  the  carriage  of 
property  in  competition  with  all-water  routes.  There  are  exceptions  thereto, 
wherein  such  rates  are  made  to  meet  shorter  routes  of  other  lines  between  the 
same  points,  or  where  interstate  rates  are  necessary  to  meet  the  rates  of  a  com¬ 
petitor  whose  line  is  entirely  within  one  State. 

In  addition  to  the  above,  this  company  has  some  proportional  tariffs  applying 
upon  traffic  originating  beyond  the  line  of  this  company  to  destinations  on  or 
beyond,  which  rates  are  not  applicable  to  similar  traffic  originating  at  interme¬ 
diate  points  and  forwarded  to  same  destination.  The  aggregate  rates,  however, 
from  original  point  of  shipment  to  destinations  are  intended  to  apply  as  maxi¬ 
mum  from  intermediate  points.  I  have  grouped  the  reffered-to  tariffs  in  a 
statement  which  is  attached  hereto. 

I  should  like  to  take  this  opportunity  to  further  state  that  I  fully  share  the 
opinion  expressed  by  Mr.  Winter  in  his  communication  herein  referred  to,  to 
the  effect  that  common  carriers  should  be  given  the  right  to  engage  in  competi¬ 
tive  traffic  when  they  can  do  so  with  profit,  without  interference  with  non¬ 
competitive  rates  which  are  reasonable  in  themselves. 

Trusting  the  information  herein  submitted  fully  answers  your  inquiry,  I  am, 
Yours,  very  respectfully, 


James  T.  Clark. 


Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Senate  of  the  United  States,  Washington,  D.  C . 


(The  statement  referred  to  in  the  foregoing  is  as  follows :) 

RATES  TO  MEET  ALL-WATER  COMPETITION. 

I.  C.  C.  2651,  rates  on  lumber.  This  tariff  applies  rate  from  Lake  Superior 
ports  to  Lake  Michigan  ports  of  10  cents  per  100  pounds,  which  rate  does  not 
apply  to  or  from  intermediate  points.  It  also  covers  intermediate  producing 


272 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


points  to  same  points  of  destination  on  Lake  Michigan  at  higher  rates  than  the 
established  rates  from  Lake  Superior  ports  proper. 

I.  C.  C.  2348,  lumber,  Bayfield  to  Duluth. 

I.  C.  C.  2371,  slab  wood,  Washburn  to  Chicago. 

I.  C.  C.  2563,  pig  iron,  Duluth  to  Chicago,  Milwaukee,  etc. 

I.  C.  C.  2464,  grain  products,  St.  Paul  and  Minneapolis  to  St.  Louis,  East  St. 
Louis,  and  Alton  only. 

I.  C.  C.  2672,  general  rates  between  Duluth,  Superior,  Itasca  and  Washburn, 
Ashland,  Bayfield. 

I.  C.  C.  2671,  general  tariff  between  Ashland  and  Duluth. 

I.  C.  C.  2620,  wooden  boxes,  Duluth  to  Chicago. 

PROPORTIONAL  RATES. 

I.  C.  C.  2275,  general  rates  between  St.  Paul  and  Missouri  River  points,  apply¬ 
ing  on  traffic  originating  on  line  of  this  company. 

I.  C.  C.  2611,  proportional  rates  on  grain  from  Minneapolis  and  Duluth  to 
Chicago,  Milwaukee,  Manitowoc,  applying  on  traffic  originating  beyond  line  of 
this  company. 

I.  C.  C.  2556,  proportional  tariff  on  grain  from  St.  Paul,  Minneapolis,  and  Min¬ 
nesota  transfer  to  Omaha,  applying  on  traffic  originating  beyond  line  of  this 
company. 

I.  C.  C.  2527,  proportional  tariff  on  wheat  from  St.  Paul,  Minneapolis,  and 
Minnesota  transfer  to  Lockport,  Ill.,  applying  on  traffic  originating  beyond  line 
of  this  company. 

I.  C.  C.  2551,  proportional  tariff  on  grain  from  St.  Paul,  Minneapolis,  and  Min¬ 
nesota  transfer  to  St.  Louis  and  East  St.  Louis,  applying  on  traffic  originating 
beyond  line  of  this  company. 

I.  C.  C.  2568,  proportional  tariff  on  grain  from  St.  Paul,  Minneapolis,  and  Min¬ 
nesota  transfer  to  Council  Bluffs,  applying  on  traffic  originating  beyond  line  of 
this  company. 

I.  C.  C.  2737,  proportional  tariff  on  live  stock,  South  St.  Paul  to  Chicago,  ap¬ 
plying  on  traffic  originating  beyond  line  of  this  company. 

RATES  TO  MEET  OTHER  CONDITIONS. 

I.  C.  C.  2098,  general  tariff  between  St.  Paul,  Minneapolis  and  La  Crosse,  Wi¬ 
nona.  These  rates  made  to  meet  competition  of  a  shorter  line  lying  entirely 
within  the  State  of  Minnesota. 

Amendment  No.  1  to  I.  C.  C.  1612,  rates  between  Sioux  Falls  and  Sibley,  Shel¬ 
don,  etc.,  meeting  shorter-line  rates  of  other  companies. 

I.  C.  C.  2510,  rate  on  coarse  grain,  Stillwater  to  Duluth,  made  to  meet  rate  of 
Northern  Pacific  Railway,  which  line  is  entirely  within  the  State  of  Minnesota 
between  points  named. 


CINCINNATI,  HAMILTON  AND  DAYTON— DAYTON  AND  MICHIGAN,  CINCINNATI, 

RICHMOND  AND  CHICAGO,  CINCINNATI,  HAMILTON  AND  INDIANAPOLIS  RAIL¬ 
ROAD  COMPANIES. 

Dear  Sir  :  Earlier  reply  to  your  circular  letter  of  October  20  was  prevented  by  Its  being 
referred  to  beads  of  departments  upon  receipt,  and  owing  to  the  unusual  pressure  of  my 
other  engagements  and  absence  from  home  much  of  the  time  their  replies  have  been 
overlooked. 

Our  tariffs  were  first  made  in  full  accordance  with  the  accepted  understanding  of  the 
interstate  law ;  that  is,  the  tariff  for  the  shorter  hauls  not  exceeding  that  of  the  longer 
hauls.  Under  its  working,  however,  some  few  modifications  have  been  made.  As  for 
instance,  in  the  freight  department.  Prom  Richmond  to  Toledo,  by  way  of  Hamilton,  the 
tariffs  made  on  the  different  classes  were  33,  30,  23,  15,  13,  and  10.  The  line  by  way  of 
the  Grand  Rapids  and  Indiana  Railroad  to  Fort  Wayne,  thence  by  the  Wabash  Railway  to 
Toledo,  made  the  rates  on  the  different  classes  31.  26,  22,  14,  11,  and  9.  Again,  in  the 
instance  of  from  Richmond  to  Indianapolis  via  Hamilton  and  our  road,  our  tariff  was 
made  on  the  different  classes  25,  22,  18,  13,  9,  and  8 ;  the  Pittsburgh,  Cincinnati  and  St. 
Louis  Railroad,  being  the  shorter  line  between  Richmond  and  Indianapolis,  made  a  tariff 
of  17,  15,  13,  10J,  8,  and  7.  After  the  ruling  of  your  Commission  in  the  Louisville  and 
Nashville  case  it  was  deemed  of  sufficient  authority  that  we  might  meet  the  competitive 
rate  between  these  points,  which  we  did  ;  the  tariff  remaining  the  same,  however,  to  inter¬ 
mediate  points.  You  will  bear  in  mind  in  both  of  these  instances,  as  between  Richmond 
and  Toledo,  and  Richmond  and  Indianapolis,  via  Hamilton,  it  is  wholly  upon  its  own  rails. 

In  another  instance,  between  Toledo  and  Decatur,  according  to  the  joint  tariff  issued  via 
our  road  and  the  Chicago  and  Atlantic  Railroad,  the  rates  on  the  different  classes  were  25, 
22,  19,  12,  10,  and  8 ;  subsequently  the  short  line  via  the  Wabash  Railway,  between 
Decatur  and  Toledo,  reduced  this  rate  to  24,  21,  17,  12,  9,  7J,  and  we  met  this  rate. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


273 


Our  tariff  by  the  roads  south  of  the  Ohio  River  is  made  by  adding  our  rates  to  theirs, 
which  do  not  always  conform  to  the  interstate-commerce  law.  The  rates,  however,  in  no 
case  are  lower  than  to  points  on  our  own  lines. 

In  the  passenger  department  we  sell  tickets  from  Dayton  to  Chicago,  by  way  of  Ham¬ 
ilton  and  Indianapolis,  at  $7.75,  being  the  rate  made  by  the  other  lines  from  Dayton. 
Our  tariff  from  Hamilton  is  $8.10,  made  on  the  pro  rata  distance  of  the  rate  from  Cin¬ 
cinnati,  through  Hamilton,  to  Chicago.  Our  proportion  of  the  rate  from  Dayton,  how¬ 
ever.  to  Indianapolis  is  greater  than  our  proportion  of  the  rate  from  Hamilton  to  Indian¬ 
apolis.  At  Lima.  Piqua,  Troy,  and  Dayton  we  are  in  a  similar  position  on  rates,  by  con¬ 
necting  lines  to  Peoria,  Rock  Island,  Bloomington,  Pacific  Junction,  and  Council  Bluffs, 
our  proportion  of  the  rate,  however,  being  greater  than  that  of  the  nearer  points. 

These  are  the  only  instances  and  exceptions  of  which  I  know,  and  were  made,  as  stated, 
with  our  understanding  of  the  law,  as  interpreted  by  the  Interstate  Commerce  Commission. 

If  we  are  in  error,  we  shall  be  pleased  to  be  advised  and  make  corrections  promptly. 

If  any  additional  information  is  required,  I  shall  be  pleased  to  furnish  it  on  your 
request. 

Regretting  the  occasion  of  delay  to  my  reply,  I  am,  very  truly,  yours, 

C.  C.  Waite, 

Vice-President  and  General  Manager. 

C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission. 


THE  CINCINNATI,  HAMILTON  AND  DAYTON  RAILWAY  COMPANY,  THE  CHICAGO, 
CINCINNATI  AND  LOUISVILLE  RAILROAD  COMPANY. 

Cincinnati,  Ohio,  November  Jh  190.j. 

Dear  Sir  :  Referring  to  vour  favor  of  October  30.  inclosing  copy  of  letter  sent 
to  this  office  in  September,  asking  for  information  in  regard  to  certain  rates 
which  involved  the  “  long  and  short  haul  ”  question  : 

While  the  figures  mentioned  in  Mr.  Waite’s  letter  in  reply  to  Mr.  McCain’s 
letter  of  October  20,  1887,  have  been  slightly  changed,  yet  there  are  many  in¬ 
stances  where  we  are  compelled  to  move  freight  through  points  which  take 
higher  rates  than  the  initial  point.  Thus  the  rates  from  Richmond,  Ind.,  to 
Toledo  are : 


1. 

2. 

3. 

4. 

5 

6. 

32 

28 

22 

141 

111 

91 

while  the  rates  from  intermediate  points,  such  as  Oxford,  on  the  0.  I.  &  W. 
division,  to  Toledo  are  34,  29$,  22$,  15,  12$,  iO. 

The  rate  from  Richmond  to  Toledo  is  based  upon  the  short  line,  whereas  if 
we  haul  over  our  own  rails  we  must  take  the  business  by  a  much  longer  route 
and  through  points  which  under  the  regular  scale  of  distances  take  higher 
figures. 

The  situation  in  regard  to  rates  from  Toledo,  Ohio,  to  Decatur,  Ind.,  has 
changed.  At  the  present  time  there  are  no  higher  rates  made  from  our  inter¬ 
mediate  points.  The  rates  from  North  Baltimore,  Ohio,  to  Noblesville,  Ind.,  are 
at  present  34,  29$,  22$,  15,  12$,  10.  These  rates  are  based  upon  the  short  line 
west,  through  Deshler,  via  Baltimore  and  Ohio  road. 

From  our  intermediate  points,  such  as  Bowling  Green,  Ohio,  the  rates  are  37, 
32,  23$,  16,  13,  10. 

Rates  from  Xenia,  Ohio,  to  Wheeling,  W.  Va.,  are  35$,  30$,  23,  15$,  13,  10$, 
made  by  the  direct  line  of  the  Pennsylvania  road  or  by  our  own  line,  in  connec¬ 
tion  with  the  Baltimore  and  Ohio.  In  case,  however,  parties  wish  to  load  freight 
on  our  own  road  and  use  the  Pennsylvania  road,  we  would  haul  the  freight  back 
to  Dayton  and  deliver  it  to  the  Pennsylvania  without  affecting  the  rates  from 
Dayton,  which  are  37,  35,  23$,  16,  13$,  10$.  There  are  a  few  other  points  of  a 
similar  character.  By  reference  to  the  map  you  will  readily  see  that  we  are 
given  the  alternative  of  not  meeting  rates  made  by  competitors  from  such  points 
as  North  Baltimore,  or  else  of  reducing  rates  at  other  points  which  are  not  rated 
on  same  basis  as  North  Baltimore.  The  same  principle  applies  to  nearly  every 
point  mentioned. 

Any  other  information  will  be  cheerfully  furnished. 

Yours,  very  truly,  A.  H.  McLeod. 

Hon.  S.  B.  Elkins,  Washington,  D.  C.  , 

S.  Doc.  244,  59-1 - 18 


274 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


CLEVELAND,  COLUMBUS,  CINCINNATI  AND  INDIANAPOLIS,  AND  INDIANAPOLIS 

AND  ST.  LOUIS  RAILWAYS.0 

Dear  Sir:  Answering  your  circular  letter  of  October  20.  will  say  that  there  are  no 
points  on  this  company's  line,  or  on  lines  leased  and  operated  by  it,  from  which  interstate 
rates  for  passengers  or  freight  are  made  which  are  greater  than  the  rates  to  or  from 
more  distant  points  in  the  same  direction  over  the  same  line.  In  this  connection  will 
say  that  the  Dayton  and  Union  Railroad,  extending  from  Dayton,  Ohio,  to  Union  City, 
Ind.,  is  owned  jointly  by  the  Cleveland,  Columbus,  Cincinnati  and  Indianapolis  Railway 
and  the  Cincinnati,  Hamilton  and  Dayton  Railroad,  and  of  which  I  am  general  manager, 
and  it  is  run  in  connection  at  both  terminals  with  the  Cleveland,  Columbus,  Cincinnati 
and  Indianapolis  Railway  as  far  as  east-bound  business  is  concerned,  as  our  line  of  road 
connects  with  it  by  one  branch  at  Union  City  and  with  another  branch  at  Dayton,  which 
two  branches  have  their  junction  at  Galion,  thence  to  Cleveland.  Greenville,  a  station 
on  the  Dayton  and  Union,  takes  85  per  cent  and  Union  City  86  per  cent  and  Dayton  84 
per  cent  of  the  Chicago  rate  to  New  York  City,  and  we  take  seaboard  business  (perish¬ 
able  freight  and  live  stock)  via  Union  City  or  Dayton,  as  may  be  most  convenient  for  us 
in  forwarding.  I  do  not  understand  that  this  is  a  violation  of  the  interstate  act,  but  sub¬ 
mit  it  as  a  matter  of  precaution. 

Very  truly,  G.  M.  Beach, 

General  Manager. 

Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission,  Washington ,  D.  C. 


CINCINNATI,  WABASH  AND  MICHIGAN  RAILWAY.® 

Dear  Sir:  Your  circular  of  the  20th  received.  In  answer  to  the  first  inquiry:  Is  there 
any  point  on  our  railway  to  or  from  which  interstate  rates  for  passengers  or  freight  are 
made  by  our  road  alone  or  in  combination  with  other  roads  which  are  greater  than  the 
rates  to  or  from  more  distant  points  in  the  same  direction  over  the  same  line?  I  answer 
that  there  are  none. 

I  would  say,  however,  that  the  interstate  commerce  hill  has  qnite  seriously  affected 
our  revenue,  compelling  us  to  reduce  rates  from  many  points  on  our  road  on  account  of 
the  roads  which  we  cross  being  compelled  by  the  law  to  reduce  their  rates,  and  as  these 
crossings  are  so  frequent,  whatever  reductions  the  different  roads  made  compelled  us  to 
make  a  corresponding  reduction  from  nearly  all  points  on  our  line.  The  effect  of  this 
operation  has  been  quite  serious  to  us.  We  look  upon  the  law  as  being  unjust  in  its 
bearings,  but  are  submitting  to  it  as  gracefullj  as  possible,  knowing  that  all  legislation 
as  well  as  everything  else  in  this  country  is  influenced  by  the  leveling  or  communed  senti¬ 
ment  that  is  so  generally  prevailing. 

Yours,  truly,  Norman  Beckley, 

General  Manager. 

C.  C.  McCain, 

Auditor  of  Statistics,  Interstate  Commerce  Commission,  Washington,  D.  C. 


ST.  LOUIS,  ALTON  AND  TERRE  HAUTE  RAILROAD  COMPANY.® 

Dear  Sir  :  Replying  to  your  favor  of  the  20th,  will  state  that  we  make  no  interstate 
rates  by  the  road  operated  by  this  company,  as  they  are  located  wholly  within  the  State 
of  Illinois. 

In  connection  with  the  Illinois  Central,  a  connecting  line,  we  are  making  rates  to 
Memphis,  Vicksburg,  New  Orleans,  and  perhaps  some  other  river  points  in  competition 
with  the  Mississippi  River,  and  which  are  somewhat  lower  than  rates  to  intermediate 
points  located  on  connecting  lines. 

To  some  junction  points  on  the  Illinois  Central  road  in  Kentucky,  Tennessee,  and  Mis¬ 
sissippi  we  are  making  less  rates  than  are  made  to  intermediate  points  on  the  same  line. 
The  rates  to  these  junctions  are  made  up  of  rates  down  the  Ohio  and  Mississippi  Rivers 
to  Cairo,  Hickman,  Vicksburg,  etc.,  added  to  the  local  rail  rates  from  these  points.  These 
rates  are  made  necessary  by  the  roads  in  Louisville,  which  are  regulated  by  the  compe¬ 
tition  of  the  Ohio  River.  The  junction  points  are  Fulton,  Ky.  ;  Martin,  Milan,  and  Grand 
Junction,  Tenn.  ;  Holly  Springs,  Grenada,  and  Jackson,  Tenu. 

But  in  this  we  are  attempting  to  keep  ourselves  within  what  we  understand  to  be  the 
interpretations  of  the  national  law  as  promulgated  by  the  Commission,  our  company  re¬ 
ceiving  the  same  revenue  for  the  junction  points  as  it  receives  on  intermediate  stations, 
where  the  through  rate  is  higher  ;  and  in  no  case  does  our  company  make  a  higher  total 
rate  from  any  point  in  Illinois,  local  or  otherwise,  to  any  of  the  points  named  above,  than 
is  made  from  Saint  Louis  or  East  Saint  Louis,  where  water  competition  exists,  although 
we  are  now  of  opinion  that  we  would  not  be  violating  the  law  if  we  were  to  charge  a 
reasonable  freight  rate  advance  over  the  rates  prevailing  from  Saint  Louis  on  shipments 
from  our  purely  local  stations  in  Illinois.  If  we  are  not  correct  in  this  interpretation 
of  the  law,  please  advise. 

Yours,  very  truly,  Geo.  W.  Parker, 

Vice-President  and  General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C.  . 

a  This  property  is  now  controlled  by  the  Cleveland,  Cincinnati,  Chicago  and 
Saint  lAHiis.  See  response  of  that  company  to  the  present  inquiry. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


275 


CAIRO,  VINCENNES  AND  CHICAGO  LINE." 


Dear  Sir  :  In  reply  to  your  circular  letter  October  20,  would  say  that  there  is  no 
point  on  our  line  to  or  from  which  interstate  rates  for  passengers  or  freight  are  greater 
than  the  rates  to  or  from  more  distant  points  in  the  same  direction  over  the  same  line, 
to  the  best  of  my  knowledge  and  belief.  If  any  such  rates  occur  in  our  tariffs  they  are 
errors  and  not  intentional  and  will  be  corrected  as  soon  as  ascertained.  We  are,  how¬ 
ever,  purely  as  an  intermediate  line,  parties  to  attached  tariff,  which  quotes  higher  rates 
to  intermediate  points  on  the  Mobile  and  Ohio  road  between  Cairo  and  Mobile  than  are 
made  to  Mobile.  The  lines  north  of  the  river  are  forced  to  this  position  by  the  roads 
south  of  the  river.  We,  however,  make  no  higher  rate  from  the  nearer  stations  than 
from  the  farther  stations  on  our  own  line  to  points  mentioned  in  the  tariff. 

If  anything  further,  pray  command  me. 

Yours,  most  respectfully,  M.  A.  McDonald, 

General  Manager. 

C.  C.  McCain,  Esq., 


Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


CINCINNATI,  JACKSON  AND  MACKINAW  RAILROAD  COMPANY.® 


Dear  Sir  :  Replying  to  your  circular  letter  of  October  20  in  regard  to  the  long  and 
short  haul  clause  of  the  interstate-commerce  law,  I  beg  to  say  that  in  connection  with 
other  roads  we  are  taking  business  from  all  stations  on  our  line  north  of  West  Alexandria 
on  a  basis  of  85  per  cent  of  the  Chicago  to  New  York  rate,  and  passing  it  through  Carlisle 
and  Cincinnati,  which  points  take  87  per  cent  of  Chicago  and  New  York  rate. 

Yours,  truly, 

F.  B.  Drake, 


C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D. 


General  Manager. 


C. 


CLEVELAND,  CINCINNATI,  CHICAGO  AND  ST.  LOUIS  RAILWAY  COMPANY. 

Chicago,  III.,  October  17,  1905. 

Dear  Sir  :  Referring  to  your  favor  of  September  9,  inclosing  copies  of  let¬ 
ters  written  by  Mr.  G.  M.  Beacli,  general  manager  of  the  Cleveland,  Columbus, 
Cincinnati  and  Indianapolis  and  Indianapolis  and  St.  Louis  railways ;  Mr.  Nor¬ 
man  Beckley,  general  manager  Cincinnati,  Wabash  and  Michigan  Railway ;  Mr. 
George  W.  Parker,  vice-president  and  general  manager,  of  the  St.  Louis,  Alton 
and  Terre  Haute  Railroad,  and  Mr.  M.  A.  McDonald,  general  manager  Cairo, 
Vincennes  and  Chicago  Railway ;  also  your  communication  of  September  12, 
addressed  to  General  Freight  Agent  Ingalls,  inclosing  copy  of  letter  from  Mr. 
F.  B.  Drake,  general  manager  of  the  Chicago,  Jackson  and  Mackinaw  Railway : 

I  inclose  you  herewith  a  memorandum  showing  the  rates  to  and  from  vari¬ 
ous  points,  mileage,  etc.,  where  the  short-line  rates  are  met  by  the  long-haul 
roads  for  the  following  reasons : 

From  our  Cairo  division  we  show  comparison  of  rates  from  103  and  105  per 
cent  points,  from  which  points  we  handle  trunk-line  business  through  Paris, 
Ill.,  which  point  takes  108  per  cent  of  the  Chicago  to  New  York  basis.  This 
is  necessary  to  enable  our  road  to  compete  with  the  Baltimore  and  Ohio  South¬ 
western  Railway,  who  publish  a  103  per  cent  basis  from  points  on  their  road 
competitive  with  ours,  which  basis  has  no  bearing  whatever  on  the  rates  from 
Paris,  Ill. 

Anderson,  Ind.,  takes  92  per  cent  of  the  Chicago  to  New  York  rate.  We  han¬ 
dle  business  to  the  seaboard  through  Wabash,  Elkhart,  Goshen,  Warsaw,  etc., 
points  which  take  96  per  cent  of  the  Chicago  to  New  York  rate. 

From  East  St.  Louis  to  Lafayette,  Ind.,  the  short  line  is  the  Wabash,  and 
their  rates  are  as  follows :  35*,  30*,  23,  15*,  13,  10.  To  handle  the  business 
via  our  line  to  Lafayette  it  is  necessary  for  us  to  pass  through  Indianapolis 
and  Lebanon,  Ind.,  which  points  take  the  following  class  rates  from  East  St. 
Louis :  37,  32,  23*,  16,  13*,  10*. 

From  stations  on  the  Cincinnati  Northern  Railway  taking  85  per  cent  of 
the  Chicago  to  New  York  basis  we  handle  traffic  to  trunk-line  territory  through 


®  This  property  is  now  controlled  by  the  Cleveland,  Cincinnati,  Chicago  and 
St.  Louis.  See  response  of  that  company  to  the  present  inquiry. 


276 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


junctions  taking  a  higher  percentage  basis,  i.  e.,  from  Rollin  to  Lewisburg 
we  handle  via  Cincinnati  and  the  Kanawha  Despatch,  points  of  origin  tak¬ 
ing  85  per  cent  of  the  Chicago  to  New  York  basis,  while  Cincinnati  takes  87 
per  cent.  This  same  condition  is  true  in  other  instances. 

In  reference  to  the  rates  from  East  St.  Louis  to  Lafayette,  Ind.,  which  is  men¬ 
tioned  above,  this  will  affect  all  stations  north  of  Indianapolis  to  Lafayette  on 
the  Cleveland,  Cincinnati,  Chicago  and  St.  Louis  Railway  through  which  we 
would  have  to  pass  in  order  to  reach  Lafayette. 

From  Litchfield,  Ill.,  to  Lafayette,  Ind.,  the  short  line  is  the  Wabash,  and 
the  rates  are  the  same  as  from  East  St.  Louis  to  Lafayette.  Intermediate 
stations  on  our  road  would  be  affected  as  mentioned  above  on  traffic  from  East 
St.  Louis. 

From  Vincennes,  Ind.,  to  Cincinnati,  Ohio,  the  rate  is  made  by  the  Baltimore 
and  Ohio  Southwestern  Railroad  as  follows :  83,  28i,  22,  15,  12,  9J.  To  handle 
this  business  via  the  Cleveland,  Cincinnati,  Chicago  and  St.  Louis  Railway 
we  must  take  it  through  Paris,  111.,  from  which  point  our  rates  are  34,  29£,  22$, 
15,  12^,  10  to  Cincinnati. 

From  Mount  Carmel,  Ill.,  to  Louisville,  Ky.,  the  short  line  is  the  Southern 
Railway,  and  their  rates  are  as  follows:  33,  29,  23,  15£,  12£,  104,  while  our 
rates  from  Paris,  Ill.,  which  point  we  naturally  have  to  pass  through  in 
handling  the  business  via  our  road,  are  35,  304,  234,  16,  13£,  11. 

I  inclose  you  herewith  statement  which  will  give  you  instances  of  where  the 
long  and  short  haul  is  affected.  We  have  endeavored  to  work  this  out  in  a 
comprehensive  manner,  and  trust  that  it  will  answer  your  requirements. 

You  will  note  from  the  above  illustrations  where  we  are  forced  to  meet 
the  short-line  rates  through  a  higher-rate  territory,  and  you  understand,  of 
course,  that  it  is  not  our  desire  to  discriminate,  but  simply  a  desire  to  share 
in  traffic  seeking  a  point  reached  by  the  short  line,  and  there  is  no  necessity, 
in  our  judgment,  of  forcing  a  reduction  to  or  from  intermediate  points.  ''Our 
meeting  of  the  short-line  rate  does  not  change  the  commercial  conditions  at 
intermediate  points,  and  naturally  they  are  placed  at  no  disadvantage.  It  is 
simply  a  question  of  whether  the  long-haul  line  should  be  deprived  of  revenue 
which  they  can  secure  by  meeting  the  short-line  rates. 

Yours,  truly, 


G.  J.  Grammes, 


Vice-President. 


Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

Washington ,  D.  C. 


The  statements  referred  to  in  the  foregoing  are  as  follows : 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


277 


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DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


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DAYTON  AND  UNION  RAILROAD. 


280 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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281 


Class  rates  to  Mobile  and  Ohio  Railroad  stations. 


From — 

To — 

Class  rates. 

1. 

2. 

3. 

4. 

5. 

6. 

Danville.  Ill . . 

Jackson,  Tenn . . 

98.1 

83 

67 

52 

42 

39 

Corinth,  Miss . . . . . 

104 

88 

69 

55 

47 

39 

Tupelo,  Miss . . 

108 

91 

71 

58 

49 

41 

Mobile,  Ala _  _ 

104 

86 

74 

56 

45 

40 

Lawrenceville,  Ill . . 

Jackson,  Tenn . . . 

89 

75 

64 

49 

38 

36 

Corinth,  Miss _ _ _ 

93 

80 

66 

52 

43 

36 

Tupelo,  Miss _ 

99 

83 

68 

55 

45 

33 

Mobile,  Ala . . . . 

90 

75 

65 

50 

40 

35 

Carmi,  Ill . . . . 

Jackson,  Tenn 

86.} 

74 

62 

481 

374 

354 

Corinth,  Miss . 

901 

79 

64 

5H 

424 

351 

Tupelo,  Miss _ 

96.j 

82 

66 

54.} 

444 

371 

Mobile,  Ala . . . 

(a) 

(a) 

(a) 

(a) 

(a) 

(' a ) 

a  No  rates  published. 

The  above  rates  to  Mobile,  Ala.,  from  Danville  and  Lawrenceville  are  the 
through  published  rates,  subject  to  the  southern  classification.  The  others  are 
based  on  local  rates  to  and  beyond  Cairo  governed  by  the  official  classification 
to  Cairo  and  the  southern  classification  beyond. 

DENVER  AND  RIO  GRANDE  RAILROAD  COMPANY. 

Dear  Sir  :  Answering  your  circular  of  October  20,  I  desire  first  to  apologize  for  the 
delay  in  answering  your  inquiries,  which  was  caused  by  the  fact  that  our  traffic  man¬ 
ager  has  been  almost  constantly  away  from  the  State  since  your  inquiries  came. 

That  portion  of  the  Denver  and  Rio  Grande  Company's  road  which  constitutes  any 
portion  of  a  through  line  lies  wffiolly  within  the  State  of  Colorado.  There  are  no  points 
upon  the  line  of  the  company,  so  far  as  I  am  advised,  which  are  affected  by  the  interstate- 
commerce  bill,  where  the  rates  are  greater  than  the  rates  to  or  from  more  distant  points 
in  the  same  direction  over  the  same  line. 

In  connection  with  the  Central  Pacific,  the  Denver  and  Rio  Grande  Western,  and  the 
Burlington  and  Missouri  River  in  Nebraska  railroad  companies,  this  line  forms  a  part  of 
a  through  line  between  San  Francisco  and  the  Missouri  River.  The  rates  on  this  through 
business  are  not  controlled  by  our  company,  which  forms  one  of  the  smaller  links  in  the 
through  carriage.  The  rates  from  California  terminal  points  to  the  Missouri  River  on 
freight  passing  over  our  line  show  an  apparent  discrimination  in  favor  of  Omaha,  Saint 
Joseph,  Kansas  City,  and  other  Missouri  River  points,  and  against  points  in  Kansas  and 
Nebraska  lying  west  of  the  river,  as  per  the  table  embodied  in  Traffic  Manager  Hughes's 
letter  hereto  attached,  dated  10th  instant. 

The  reasons  for  this  apparent  discrimination  are  found  in  the  competition  of  the  Cana¬ 
dian  Pacific  and  Union  Pacific  companies  and  water  competition  by  way  of  Missouri  River. 

With  this  exception  I  know  of  no  other  rates  which  apparently  violate  the  letter  of 
the  long  and  short  haul  provision. 

Yours,  respectfully,  S.  T.  Smith,' 

General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


Denver,  Colo.,  December  10,  .1887. 

Dear  Sir  :  Referring  to  the  communication  of  the  Interstate  Commerce  Commis¬ 
sion  dated  October  20,  would  say :  There  are  no  interstate  points  upon  the  line  of 
our  own  road  where  the  intermediate  rates  are  greater  than  the  rates  to  or  from  more 
distant  points  in  the  same  direction  over  the  same  line.  In  connection  with  the  Central 
Pacific,  Denver  and  Rio  Grande  Western,  and  Burlington  and  Missouri  River  Railroad 
in  Nebraska,  this  line  forms  a  part  of  a  through  line  between  California  terminals  and 
Missouri  River  points.  There  are  points  upon  this  through  line  to  and  from  which  in¬ 
terstate  rates  are  greater  than  the  rates  to  and  from  more  distant  points  in  the  same 
direction  over  the  same  line.  I  refer  to  rates  in  Kansas,  Nebraska,  and  Colorado,  lying 
west  of  Missouri  River.  The  reason  for  this  is  the  competition  of  the  Canadian  Pacific, 
Pacific  Mail,  and  other  water  routes.  We  believe  the  circumstances  justify  the  lines  in 
so  doing.  Indeed,  at  one  time  the  Commission  permitted  the  lines  to  make  such  rates. 
There  are  now  several  cases  before  the  Interstate  Commerce  Commission  involving  this 
question.  To  illustrate  :  Lower  rates  are  made  to  Missouri  River  points  than  at  such 
intermediate  points  as  Denver,  as  follows  : 

California  to  Denver  : 


First  class__ _ $3.  00 

Second  _  2.  65 

Third  _  2.  30 

Fourth  _  1.95 

Fifth  _  1.70 

Class  A  _  1. 50 

Class  B  _  1.  20 

Class  C  _  .  95 

Class  D _  .  85 

Class  E  _  .  80 


282 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


California  to  Missouri  River  : 


First  class -  $2.  80 

Second  -  2. 24 

Third  _  1.  75 

Fourth  _  1.  50 

Fifth  _  1.  40 

Sixth  _  1.  23 

Seventh  -  1.  05 

Eighth  _  .  88 

Ninth  _  .  70 


All  other  tariffs  of  this  company  involving  interstate  rates  are  made,  as  we  under¬ 
stand,  in  respect  to  the  long  and  short  haul  clause  of  the  interstate-commerce  act ;  that 
is  to  say,  on  traffic  transported  between  points  wholly  on  the  line  of  this  company  com¬ 
prising  interstate  points. 

Yours,  very  truly,  A.  S.  Hughes, 

Traffic  Manager. 

Mr.  S.  T.  Smith, 

General  Manager ,  Denver,  Colo. 


THE  DENVER  AND  RIO  GRANDE  RAILROAD  COMPANY. 

Denver,  Colo.,  October  12,  1905. 

Dear  Sir:  I  have  tlie  honor  to  acknowledge  receipt  of  a  communication  ad¬ 
dressed  by  you  under  date  of  September  11  to  Vice-President  A.  C.  Bird,  of  the 
Denver  and  Rio  Grande  Railroad  Company,  making  reference  to  letters  written 
by  Mr.  S.  T.  Smith,  former  general  manager  of  the  Denver  and  Rio  Grande 
Railroad  Company,  in  the  year  1887,  and  to  a  letter  written  by  me  dated  Decem¬ 
ber  10,  1887,  both  in  response  to  a  circular  letter  of  Auditor  McCain  dated 
October  20,  1887. 

Answering  your  inquiries  based  on  said  former  letters,  I  have  respectfully 
to  advise  you  as  follows : 

1.  There  has  been  no  substantial  change  of  conditions  in  the  relations  which 
the  Denver  and  Rio  Grande  Railway  Company  bears  to  its  connecting  lines  in 
the  transportation  of  traffic  from  the  Pacific  coast  to  Missouri  River  points  and 
to  Colorado  points.  There  have,  however,  been  important  changes  of  condi¬ 
tions  affecting  the  traffic  and  relative  rates  upon  traffic  during  the  eighteen 
years  that  have  elapsed  since  the  writing  of  the  letters  of  December,  1887. 
Generally  speaking,  these  changes  of  conditions  are  attributable  to  increase  of 
population  and  growth  of  commerce  in  certain  portions  of  the  territory  tributary 
to  the  lines  involved,  to  the  development  of  new  industries  in  such  territory, 
and  to  changes  in  the  relative  importance  of  the  competitive  forces  operating 
at  Missouri  River  points  on  the  one  hand  and  at  Colorado  points  on  the  other. 
The  results  of  these  changes  of  conditions  appear  in  the  facts  stated  below. 

2.  There  have  been  gradual  changes  of  rates,  almost  uniformly  in  the  direc¬ 
tion  of  a  reduction,  on  the  traffic  from  Pacific  coast  points  to  Colorado  common 
points  since  1887,  and  the  differences  would  not  be  correctly  expressed  by  any 
comparison  of  class  rates  then  and  now  existing.  In  1887  the  great  bulk  of 
such  traffic  was  carried  at  the  class  rates  then  in  force,  and  only  a  few  commod¬ 
ities  were  carried  at  special  commodity  rates.  At  the  present  time,  however, 
fully  95  per  cent  of  the  traffic  carried  via  the  Denver  and  Rio  Grande  Railroad 
from  Pacific  coast  points  to  and  east  of  Colorado  common  points  is  carried  on 
special  commodity  rates  and  not  upon  class  rates,  and  the  transfer  of  any  com¬ 
modity  from  the  class  rate  to  a  commodity  rate  means  almost  invariably  a 
radical  reduction  in  the  charge  for  transportation. 

I  submit  herewith  a  table  of  seventeen  commodities,  which  together  consti¬ 
tute  the  bulk  of  the  California-Colorado  traffic  passing  over  the  lines  of  our 
company.  This  table  gives  a  statement  of  the  class  to  which  the  commodity 
would  belong  if  it  should  be  moved  under  class  rates.  It  also  gives  the  class 
rate  as  it  existed  in  1887.  the  commodity  rate  which  existed  in  1887  on  such  of 
the  articles  as  were  then  moved  by  commodity  rate,  the  commodity  rate  now 
existing,  and  the  ratio  of  the  present  rate  to  the  rate  existing  in  1887,  expressed 
in  terms  of  percentage,  as  follows : 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


283 


California  to  Colorado. 


Commodity. 

Class. 

Class 

rate, 

1887. 

Com¬ 

modity 

rate, 

1887. 

Com¬ 

modity 

rate, 

1905. 

Ratio  of 
1905  rate 
to  1887 
rate. 

Apples . . . _ . . 

Fifth _ 

1.40 

0.85 

Per  cetit , 
60 

Canned  goods . . . 

_ do . 

1.25 

.75 

60 

Oranges" . . . . . . . 

Third _ 

1.40 

1.124 

1.00 

80 

Dried  fruit . . . . . 

Fourth . . . 

1.30 

77 

Deciduous  fruit . . 

Third _ 

2.30 

1.25 

54 

Wine.. . . . 

Second .  . 

1.30 

.75 

58 

Sugar . 

Fifth . 

1.20 

.60 

50 

Lumber . . . . . 

D . 

.64 

.40 

624 

564 

40 

Nuts,  edible . . . . 

Third 

2.30 

1.30 

Leather.. . . . . . . 

Second _ 

2.65 

1.05 

Clothing  . . . . 

First  . 

3.66 

2.00 

67 

Crockery _ _ 

Second 

2.65 

1.30 

49 

Extracts . . . . . 

First  _ 

3.00 

1.75 

58 

Tea _ _ _ _ _ _ _ 

_  _  do . 

3.00 

1.50 

50 

Coffee _ _ _ _ _ _ _ 

Fourth. . . 

1.95 

1.15 

59 

Baking  powder . 

Third 

2.30 

1.35 

59 

Garden  seeds . . . . . . 

.  do . 

2.30 

1.25 

54 

Average  ratio  of  present  rates  to  1887  rates  on  17  commodities,  57  per  cent. 
Average  reduction,  43  per  cent. 


It  has  been  the  policy  of  the  railroad  lines  to  transfer  a  given  product  from 
the  class  rate  to  the  commodity  rate  when  the  tonnage  to  be  moved  as  to  any 
such  one  commodity  became  large  in  amount,  and  following  this  principle 
nearly  all,  as  above  stated,  of  the  transcontinental  traffic  from  the  Pacific 
coast  has  now  been  transferred  to  the  commodity  list,  but  with  a  resultant 
reduction  of  43  per  cent  from  the  rates,  whether  class  or  commodity,  which 
existed  in  1887. 

It  would  be  impracticable  to  make  any  concise  statement  of  all  the  changes 
that  have  been  made  in  rates  during  the  past  eighteen  years,  with  the  dates 
when  made.  They,  of  course,  appear  in  the  tariffs  filed  with  the  Interstate 
Commerce  Commission  pursuant  to  law,  but  the  general  result  may  well  be 
expressed  in  a  statement  of  the  revenue  per  ton  per  mile  received  at  intervals 
during  the  period  mentioned.  The  Denver  and  Rio  Grande  Railroad  Company 
does  not  keep  statistics  which  will  show  such  rate  per  ton  per  mile  separately 
for  the  business  carried  from  the  Pacific  coast  to  Colorado  common  points  or 
Missouri  River  common  points,  but  on  the  Denver  and  Rio  Grande  Railroad 
System,  as  a  whole,  the  following  figures  will  show,  at  intervals  of  six  years, 
the  resultant  changes  in  the  revenue  derived  from  the  transportation  of  freight : 


Year. 

Cents  per 
ton  per 
mile  re¬ 
ceived. 

Ratio  per¬ 
centage. 

Reduction 

percent¬ 

age. 

1887 . . . . . . . . . . . 

2.39 

100 

1893 . . . . . . . 

1.76 

74 

24 

1899 _ _ _ _ _ _ 

1.36 

57 

43 

1905. . . . . . . . 

1.34 

56 

46 

It  is  a  significant  fact  that,  comparing  the  revenue  per  ton  per  mile  on  the 
Denver  and  Rio  Grande  Railroad  System  with  the  diminution  of  rates  on 
traffic  from  the  Pacific  coast  to  Colorado  common  points,  the  reduction  is  sub¬ 
stantially  identical,  as  will  appear  from  a  glance  at  the  two  tables  above  set 
forth. 

It  will  be  observed  that  the  rate  per  ton  per  mile  received  by  the  Denver  and 
Rio  Grande  Railroad  Company  is  less  than  that  of  a  number  of  western  roads, 
but  is  in  excess  of  the  average  amount  received  by  railroads  of  the  United  States. 
This  excess  above  the  average  is  due  to  facts  which  are  very  apparent,  and 
which  necessitate  a  larger  charge  in  Colorado  than  in  some  other  localities  for 
the  transportation  of  traffic.  The  Denver  and  Rio  Grande  Railroad  runs  through 
a  mountainous  section  of  country,  with  high  grades  and  excessive  curvature. 
The  local  sources  of  traffic  are  scattered  by  reason  of  the  topography  and 
character  of  the  country,  and  a  larger  mileage  of  rail  is  necessary  to  handle  a 


284 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


given  amount  of  traffic.  It  may  be  deduced  from  the  statistical  report  of  the 
Interstate  Commerce  Commission  for  the  year  1903  that  the  population  of  Colo¬ 
rado  is  in  the  proportion  of  116  inhabitants  to  each  mile  of  railway  in  the  State, 
but  that  in  Missouri,  which  by  the  Interstate  Commerce  Commission  is  included 
in  the  same  group  of  States  with  Colorado,  the  population  is  443  to  each  mile  of 
railway,  while  in  such  States  as  New  York  and  Connecticut  the  population  is  927 
to  each  mile  of  railway.  This  density  of  population  (and  therefore  of  pro¬ 
ductivity  in  traffic)  in  its  relation  to  railway  mileage  is  an  important  feature  in 
the  adjustment  of  rates. 

At  the  time  of  the  writing  of  my  letter  of  December  10,  1887,  referred  to  in 
your  communication,  it  will  be  observed  that  the  class  rates  from  California 
to  Missouri  River  were  less  than  the  rates  on  the  same  classes  from  California 
to  Colorado.  This  difference  was  then  justified  by  the  intensity  of  competition 
existing  at  the  Missouri  River,  resulting  from  water  communication  and  foreign 
rail  communication,  which  then  seemed  to  control  the  problem.  At  the  present 
time,  however,  on  8  of  the  10  classes,  the  class  rates  from  California  to  Colorado 
common  points  are  considerably  less  than  the  corresponding  class  rates  to  Mis¬ 
souri  River,  and  there  is  no  class  rate  to  such  Colorado  points  which  exceeds 
the  corresponding  class  rate  to  Missouri  River. 

As  to  the  17  commodities  included  in  the  table  above  set  forth  the  com¬ 
modity  rate  from  Pacific  coast  to  Missouri  River  is  less  than  the  commodity 
rate  from  Pacific  coast  to  Colorado  common  points  only  upon  two  items,  to  wit, 
suger  and  extracts.  On  all  other  items  the  rate  to  the  Missouri  River  is  either 
equal  to  or  in  excess  of  that  to  Colorado  common  points. 

In  the  opinion  of  the  writer  this  change  of  relative  advantage  between  the 
Missouri  River  points  and  Colorado  points  is  attributable  in  general  to  the 
matters  above  stated  in  paragraph  1  of  this  letter,  and  specifically  to  the  fact 
that  in  the  lapse  of  time  the  competition  of  the  Canadian  Pacific  and  of  the 
water  routes  at  the  Missouri  River,  in  its  relation  to  the  general  railroad 
traffic  of  the  United  States  to  Missouri  River  points,  has  become  a  less  com¬ 
pelling  force,  while  Colorado  common  points  have,  during  the  same  period, 
increased  in  competitive  influence.  Moreover,  independent  of  statute,  the 
natural  tendency  is  to  comply  with  the  principle  involved  in  the  long  and  short 
haul  clause  of  the  interstate  commerce  act,  except  as  dissimilar  circumstances 
controlling  in  character  and  effect  require  a  variation  from  the  rule. 

3.  The  Denver  and  Rio  Grande  Railroad  Company  and  its  connections  on 
their  California  line  in  the  transportation  of  commodities  from  the  Pacific 
coast  to  Colorado  do  in  some  instances  charge  more  for  a  shorter  distance 
than  for  a  longer  distance  over  the  same  line  and  in  the  same  direction.  In 
all  such  cases,  however,  it  is  believed  that  the  higher  rate  is  a  rate  reasonable 
in  itself,  and  only  fairly  compensatory  for  the  service  rendered,  and  the  fact 
that  there  is  a  lower  rate  to  a  more  distant  point  is  by  reason  of  substantial 
dissimilarity  of  circumstances  and  conditions  which  explains  and  compels  such 
lower  rate  at  such  more  distant  point.  Typical  instances  may  be  given  in 
the  rates  on  sugar,  canned  goods,  and  powder  carried  from  California  to 
Leadville,  Colo.,  as  compared  with  the  rate  to  Denver.  The  rate  to  Leadville 
is  fixed  on  a  basis  of  fair  compensation  for  the  service  rendered,  but  the 
traffic  to  Leadville  and  the  traffic  to  Denver  are  not  carried  under  substantially 
similar  circumstances  or  conditions.  There  is  competition  substantial  in  char¬ 
acter  and  controlling  in  amount  at  Denver,  arising  not  only  from  the  fact  of 
a  greater  number  of  railway  lines  centering  at  that  point,  but  also  from  the 
fact  that  the  shortest  railway  line  from  California  to  Denver  is  187  miles  less 
in  length  than  the  line  from  California  to  Denver  via  the  Denver  and  Rio 
Grande.  This  competition  so  existing  at  Denver  does  not  exist  at  Leadville. 
There  is  also  at  Denver  a  competition,  resulting  in  part  from  the  local  pro¬ 
duction  of  similar  articles  and  in  part  arising  from  shipment  of  like  com¬ 
modities  to  that  point  from  the  East  and  South,  meeting  in  the  same  market 
the  commodities  received  from  the  Pacific  coast,  and  thereby  determining  the 
price  at  which  such  commodities  may  be  sold,  and  therefore  the  rate  which 
may  be  charged.  These  conditions  do  not  exist  at  Leadville. 

Hoping  that  we  have  fully  answered  your  inquiries,  and  with  a  desire  to 
give  to  you  and  your  honorable  committee  any  further  information  which  may 
be  within  our  power,  as  you  may  call  for  the  same,  I  am, 

Very  respectfully,  yours,  A.  S.  Hughes. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

United  States  Senate,  Washington,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


285 


TOLEDO,  ANN  ARBOR  AND  NORTH  MICHIGAN  RAILWAY  COMPANY.0 

I  have  received  your  circular  letter  of  the  20th  ultimo. 

This  company  is  handling  two  classes  of  business  not  strictly  in  accordance  with  the 
fourth  section  of  the  act  to  regulate  interstate  commerce. 

In  the  tariffs  already  furnished  your  Commission  you  will  find  that  we  have  made 
rate  to  the  Michigan  Central  Railroad  Company  for  the  coal  which  that  company  uses  at 
Jackson,  Mich.,  of  25  cents  per  net  ton  Toledo  to  Ann  Arbor. 

The  Michigan  Central  Railroad  have  a  line  of  their  own  from  Toledo  to  Jackson  by 
way  of  Detroit,  Mich.  This  line  from  Toledo  to  Ann  Arbor  is  46  miles  ;  the  Michigan 
Central  line  from  Toledo  to  Ann  Arbor  is  96  miles.  We  make  rate  of  25  cents  per  ton 
for  the  purpose  of  acquiring  some  revenue  on  a  basis  of  what  it  would  cost  the  Michigan 
Central  Railroad  Company  to  carry  its  own  business  by  the  long  line.  Our  local  rate 
to  Ann  Arbor  proper  for  commercial  customers  on  the  same  class  of  business  is  75  cents 
per  net  ton.  We  have  felt,  however*  that  the  rate  offered  to  the  Michigan  Central  Rail¬ 
road  was  not  contrary  to  the  spirit  of  the  fourth  section  of  the  law,  inasmuch  as  that  com¬ 
pany  has  a  line  of  its  own  to  Toledo  over  which  it  would  have  privilege  of  carrying  its 
own  business  without  any  chax-ges  whatever  ;  furthermore,  that  it  is  not  a  discrimination 
between  consumers.  It  is  optional  with  this  company  whether  they  are  willing  to  accept 
25  cents  per  net  ton  or  be  deprived  of  this  portion  of  their  earnings. 

This  company  is  also  handling  business  to  and  from  eastern  points  in  connection  with 
the  Grand  Trunk  Railway  on  a  percentage  basis.  This  exchange  is  made  at  Hamburgh, 
Mich.,  and  the  business  is  carried  from  and  to  Toledo  through  Ann  Arbor.  Toledo  is  on 

a  basis  of  78  per  cent,  while  Ann  Arbor  is  on  a  basis  of  84  per  cent  of  Chicago  rates. 

We  have  considered  this  situation  similar  to  that  at  Pittsburgh,  from  which  the  Lake 
Shore  and  Michigan  Southern  Railway  take  eastern  business  via  Youngstown,  which  is 
a  higher  percentage  basis  than  the  point  which  originates  the  business. 

In  order  to  make  the  rate  from  Ann  Arbor  equitable  under  the  law,  we  have  secured  a 
reduction  at  this  and  intermediate  points  on  this  line  from  92  to  84  per  cent ;  this  seems 
a  reasonable  advance  over  Detroit  rates,  which  is  78  per  cent  of  Chicago  rates,  and  which 
is  88  miles  east  of  Ann  Arbor. 

The  arrangement  for  handling  the  78  per  cent  (Toledo  business)  through  the  84  per 

cent  point  (Ann  Arbor  business)  was  made  after  the  opinion  of  the  Interstate  Commis¬ 

sion  was  published,  in  which  it  reviewed  the  case  of  the  Lake  Shore  and  Michigan 
Southern  Railway  handling  business  out  of  Pittsburgh  via  Youngstown. 

It  is  a  matter  of  some  consequence  to  this  company  to  have  the  opinion  of  your  Com¬ 
mission  on  this  position  we  have  taken  as  soon  as  possible,  inasmuch  as  the  companies 
through  whom  we  are  working  this  business  are  taking  such  views  as  will  compel  us  to 
be  deprived  of  a  portion  of  the  revenue  unless  we  have  some  assurance  that  they  will 
not  be  liable  under  the  act. 

/  H.  W.  Ashley,  General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


DETROIT,  TOLEDO  AND  IRONTON  RAILWAY  COMPANY  AND  ANN  ARBOR 

RAILROAD. 


Toledo,  Ohio,  October  2,  1905. 

Dear  Sir  :  With  further  reference  to  your  esteemed  favor  of  recent  date 
regarding  Mr.  Ashley’s  letter  to  the  Interstate  Commerce  Commission  in  1887, 
am  very  sorry  it  is  impossible  for  me  to  give  you  the  information  desired 
regarding  rates  and  changes  since  Mr.  Ashley’s  letter  was  written.  As  our  rec¬ 
ords  do  not  date  further  back  than  five  years,  it  is  impossible  for  me  to  give  you 
the  dates  of  changes  in  the  rates. 

However,  there  has  been  very  little  change  in  the  general  rates  for  the  past 
five  years,  with  the  exception  of  grain  and  iron.  The  grain  rates  from  all 
points  in  this  territory  are  governed  by  the  rates  from  Chicago,  which  are  made 
according  to  the  conditions  at  that  point,  the  rest  of  the  territory  being  governed 
accordingly.  The  same  condition  exists  with  reference  to  the  iron  rates.  The 
rates  from  Pittsburg  to  territory  west  govern  the  situation  at  the  western  points. 

The  situation  regarding  the  long  and  short  haul  referred  to  by  Mr.  Ashley 
still  exists,  except  on  coal.  The  rate  of  25  cents  to  Ann  Arbor  has  long  since 
been  canceled,  and  so  far  as  our  records  go  we  have  not  handled  any  coal  for 
the  Michigan  Central  Railroad  for  years. 

We  have  the  same  rate  condition  on  the  Detroit,  Toledo  and  Ironton.  The 
rates  from  stations  south  of  Lima  are  on  the  basis  of  82  per  cent  to  eastern 
cities,  and  we  handle  shipments  via  Detroit  to  points  taking  84  per  cent  rates. 
We  also  handle  shipments  from  Detroit  taking  78  per  cent  rates,  from  Wauseon, 
via  the  Lake  Shore  and  Michigan  Southern  Railway,  an  84  per  cent  point,  and 
Namier,  via  the  Baltimore  and  Ohio,  an  83  per  cent  point,  and  other  junctions 
further  south  taking  this  basis  and  going  through  84  per  cent  points  en  route. 


o  Now  Ann  Arbor  Railroad.  See  response  of  that  company  to  the  present 
inquiry. 


286 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


We  are  compelled  to  do  this  or  lose  all  of  the  east-bound  business  from  Detroit. 
This  is  a  condition  which  has  been  in  existence  ever  since  the  road  was  built. 

If  there  is  any  more  information  I  can  give  you,  will  very  gladly  do  so  upon 
request. 

Yours,  very  truly,  C.  P.  Lamprey, 

General  Traffic  Manager. 

Hon.  S.  B.  Elkins, 

Washington ,  D.  C. 


NEW  YORK,  LAKE  ERIE  AND  WESTERN  RAILROAD  COMPANY.*1 


Dear  Sik  :  Replying  to  your  letter  of  October  20,  1887,  to  me,  and  a  similar  letter, 
of  the  same  date,  addressed  to  R.  H.  Soule,  general  manager  of  the  New  York,  Penn¬ 
sylvania  and  Ohio  Railroad  Company,  in  which  you  ask  :  “Are  there  any  points  upon 
the  railroad  of  your  company,  or  upon  any  railroad  operated  by  your  company,  under 
lease  or  otherwise,  to  or  from  which  interstate  rates  for  passengers  or  freight  are 
made  by  your  road  alone,  or  in  combination  with  other  roads,  which  are  greater  than 
the  rates  to  or  from  more  distant  points  in  the  same  direction  over  the  same  line?”  I  beg 
to  state  on  behalf  of  both  the  New  York,  Lake  Erie  and  Western  Railroad  Company  and 
the  New  York,  Pennsylvania  and  Ohio  Railroad  Company  that  there  are  now  no  points 
upon  the  railroad  of  either  company  or  upon  any  railroad  operated  by  either  of  said  com¬ 
panies,  under  lease  or  otherwise,  to  or  from  which  interstate  rates  for  passengers  or 
freight  are  made  by  said  roads  or  either  of  them  alone  which  are  greater  than  the  rates 
to  or  from  more  distant  points  in  the  same  direction  over  the  same  line. 

There  are,  however,  two  instances  in  which  the  two  roads  in  question,  in  combination 
with  other  roads,  make  interstate  rates  for  freight  which  are  greater  than  the  rates  to  or 
from  more  distant  points. 

The  first  case  is  the  rate  made  by  the  New  York,  Lake  Erie  and  Western  Railroad, 
the  New  York,  Pennsylvania  and  Ohio  Railroad,  and  the  Pittsburgh  and  Lake  Erie  Rail¬ 
road  between  New  York  and  Pittsburgh,  which  rate  is  less  than  the  rate  made  by  the 
New  York,  Lake  Erie  and  Western  Railroad  and  the  New  York,  Pennsylvania  and  Ohio 
Railroad  between  New  Y’ork  and  Youngstown  and  intermediate  stations  as  far  east  as, 
but  not  including,  Meadville. 

Freight  in  this  case  is  transported  from  Pittsburgh  via  the  Pittsburgh  and  Lake  Erie 
Railroad  to  Youngstown  ;  thence  via  the  New  York,  Pennsylvania  and  Ohio  Railroad  to 
Salamanca ;  thence  via  the  New  York,  Lake  Erie  and  Western  Railroad  to  New  York, 
and  vice  versa. 

The  second  case  is  the  rate  made  by  the  New  York,  Lake  Erie  and  Western  Railroad, 
the  New  Yrork,  Pennsylvania  and  Ohio  Railroad,  the  Shenango  and  Allegheny  Railroad, 
and  the  Pittsburgh  and  Western  Railroad,  between  New  York  and  Allegheny  City, 
which  rate  is  less  than  the  rate  made  by  the  New  York,  Lake  Erie  and  Western  Rail¬ 
road  and  the  New  York,  Pennsylvania  and  Ohio  Railroad  between  New  York  and  She¬ 
nango  and  points  east  of,  but  not  including,  Meadville. 

Freight  in  this  case  is  transported  from  Allegheny  City  via  the  Pittsburgh  and  West¬ 
ern  Railroad,  the  Shenango  and  Allegheny  Railroad  to  Shenango ;  thence  via  the  New 
York,  Pennsylvania  and  Ohio  Railroad  to  Salamanca ;  thence  via  the  NeAv  York,  Lake 
Erie  and  Western  Railroad  to  New  York,  and  vice  versa. 

The  reasons  which  we  are  advised  by  counsel  .justify  these  rates  are  the  same  in  each 
case,  and  are  as  follows  : 

First.  The  greater  charge  for  the  shorter  haul  preserves  the  proper  advantage  of  situa¬ 
tion,  and  has  in  itself  no  element  of  injustice  either  to  Youngstown  or  Shenango  or  the 
stations  between  those  points  and  Meadville.  The  lines  beyond  these  places  to  Pitts¬ 
burgh  and  Allegheny  City,  respectively,  are  not  really  a  continuation  of  the  direct  line 
from  New  York,  but  branch  off  at  Youngstown  and  Shenango  in  quite  a  different  direc¬ 
tion.  So  that  the  rule  that  “When  the  greater  charge  for  the  shorter  haul  over  the  same 
line  in  the  same  direction  is  spoken  of,  the  natural  suggestion  to  the  mind  is  of  a  line 
leading  with  some  directness  to  the  place  to  which  the  traffic  is  destined,”  does  not 
apply. 

Second.  The  rates  to  and  from  Pittsburgh  and  Allegheny  City  are  determined  by  the 
Pennsylvania  Railroad.  Bv  looking  at  the  location  of  the  points  in  question,  it  will  be 
seen  that  this  road  in  making  its  rates  in  conformity  with  the  fourth  section  of  the  law 
would  necessarily  make  a  greater  rate  to  Youngstown  or  Shenango  than  it  would  to  Pitts¬ 
burgh  and  Allegheny  City. 

Unless,  therefore,  the  New  Yrork,  Lake  Erie  and  Western  Railroad  and  the  New  York, 
Pennsylvania  and  Ohio  Railroad  make  a  less  rate  to  Pittsburgh  and  Allegheny  City  than 
they  do  to  Youngstown  and  Shenango,  respectively,  the  traffic  to  and  from  Pittsburgh 
and  Allegheny  City,  which  is  now  competitive,  would  have  to  be  surrendered  to  the 
Pennsylvania  road,  whose  very  conformity  to  the  law  precludes  conformity  by  the  other 
roads  named.  In  other  words,  unless  the  New  York,  Lake  Erie  and  Western  Railroad 
and  the  New  York,  Pennsylvania  and  Ohio  Railroad  can  be  allowed  to  make  a  less  rate 
to  Pittsburgh  and  Allegheny  City  than  they  make  to  Youngstown  and  Shenango,  they 
must  give  up  Pittsburgh  and  Allegheny  City  business,  and  consequently  both  Pittsburgh 
and  Allegheny  City  would  be  deprived  of  the  advantages  of  competition  without  conferring 
any  benefit  upon  either  Youngstown  or  Shenango  or  the  other  intermediate  points  to 
which  the  greater  rates  are  made. 

Very  respectfully,  yours, 


S.  M.  Felton,  Jr.. 


First  Vice-President. 


C.  C.  McCain,  Esq.. 

Auditor  Interstate  Commerce  Commission, 

Department  of  Statistics,  Washington,  D.  C. 


a  Now  Erie  Railroad  Company.  See  response  of  that  company  to  the  present 
inquiry. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


287 


ERIE  RAILROAD  COMPANY. 

New  York,  October  10,  1905. 

Dear  Sir  :  With  reference  to  your  letter  of  September  9,  1905,  addressed  to 
Mr.  James  Webster,  general  freight  agent,  New  York,  Chicago  and  St.  Louis 
Railroad,  inclosing  copies  of  letters  written  by  S.  M.  Felton,  jr.,  as  first  vice- 
president,  New  York,  Lake  Erie  and  Western  Railroad  Company,  and  G.  B. 
Spriggs,  general  freight  agent  of  the  New  York,  Chicago  and  St.  Louis  Railway 
Company,  in  1887,  to  Mr.  C.  C.  McCain,  at  that  time  auditor  Interstate  Com¬ 
merce  Commission,  that  part  of  the  subject-matter  of  your  letter  pertaining 
to  the  letter  written  by  Mr.  S.  M.  Felon,  first  vice-president,  New  York,  Lake 
Erie  and  Western  Railroad,  is  one  which  now  comes  under  my  supervision.  The 
correspondence  only  reached  me  October  9,  having  been  referred  to  me  by  Gen¬ 
eral  Freight  Agent  Webster,  of  the  New  York,  Chicago  and  St.  Louis  Railway, 
under  date  of  October  5,  which  explains  why  you  have  not  heard  from  me  at  an 
earlier  date. 

We  submit  herewith  a  statement  of  rates  in  effect  to  various  destinations  which 
are  lower  than  rates  in  effect  to  intermediate  points,  as  a  result  of  short  line  or 
water  line  competition,  so  far  as  pertains  to  traffic  originating  on  the  Erie  Rail¬ 
road  Company  lines,  Niagara  frontier,  Buffalo,  Salamanca,  and  east  thereof. 
We  are  having  a  similar  statement  prepared  for  the  lines  west  of  these  points, 
which  we  hope  to  send  you  within  a  few  days.  All  of  the  tariffs  in  question, 
as  shown  on  the  company’s  statement,  are  filed  with  the  Interstate  Commerce 
Commission ;  under  the  head  of  “  remarks  ”  the  reasons  are  assigned  for  the 
issuance  of  these  rates.  Those  coming  under  the  head  of  water  competition 
undoubtedly  will  be  fully  understood  by  you,  as  will  no  doubt  those  issued  to 
meet  short-line  competition.  The  rates  in  both  instances  are  either  issued  to 
place  shippers  at  points  of  origin  on  the  same  basis  a-s  their  competitors  and 
enable  them  to  market  their  products  at  the  lowest  obtainable  freight  rates,  or 
to  enable  this  company  to  secure  the  traffic  on  the  same  basis  of  rates  as  are 
published  by  its  competitors  or  water-line  routes. 

Yours,  truly,  H.  B.  Chamberlain, 

Third  Vice-President. 

Hon.  S.  B.  Elkins, 

Chairman  Senate  Committee  on  Interstate  Commerce, 

Washington,  D.  C. 

The  statement  referred  to  in  the  foregoing  is  as  follows : 


Kates  in  effect  from  Eric  Railroad  points  issued  to  meet  short-line  or  water  competition. 


288 


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DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


296 


GRAND  RAPIDS  AND  INDIANA  RAILROAD  COMPANY. 


Dear  Sir  :  Circular  from  the  Interstate  Commerce  Commission,  dated  Washington, 
October  20.  Returning  same  and  replying  to  your  notation,  would  say  that  the  following 
are  instances  which  might  possibly  be  considered  as  a  violation  of  the  fourth  clause  of 
the  law  :  Certain  points  on  the  line  of  our  road  south  of  Fort  Wayne  and  north  of  Rich¬ 
mond,  Ind.,  take  88  per  cent  of  Chicago  rates  to  eastern  cities.  From  some  of  these 
points  we  are  obliged  to  go  out  of  the  business  or  haul  the  traffic  through  Fort  Wayne, 
which  is  a  90  per  cent  point.  The  same  is  true  in  regard  to  the  live-stock  shipments 
from  points  on  our  line  between  Sturgis  and  Fort  Wayne.  In  order  to  compete  for  this 
traffic  we  are  obliged  to  haul  95  and  92  per  cent  points  through  100  per  cent  points  and 
send  the  business  via  Wasepi  and  the  Michigan  Central  road.  In  no  case,  however,  does 
our  proportion  of  the  through  rate  allow  us  more  for  the  shorter  than  for  the  longer  haul. 

We  are  also  taking  Pacific  coast  business  from  points  on  our  line  at  lower  rates  than 
are  made  to  intermediate  points  this  side  of  Pacific  coast  points. 

From  recent  rulings  of  the  Commission  in  regard  to  all  of  these  matters,  I  understand 
that  we  are  not  violating  the  law  by  our  action. 

Yours,  truly, 


C. 


E.  Gill. 


W.  O.  Hugart,  Esq., 

President  and  General  Manager,  City. 


GRAND  ElAPIDS  AND  INDIANA  RAILWAY  COMPANY. 

Grand  Rapids,  Mich.,  September  21,  1905. 

Dear  Sir  :  Your  letter  without  date  duly  received. 

I  note  your  reference  to  letter  of  C.  E.  Gill  concerning  certain  rates  applied 
by  this  company  In  1887  in  violation  of  the  long  and  short  haul  clause  of  the 
interstate  law. 

We  are  still  handling  Pacific  coast  business,  as  I  believe  are  all  other  rail¬ 
roads  in  this  territory,  applying  lower  rates  to  those  points  than  to  inter¬ 
mediate  points  this  side  of  coast  points. 

We  are  occasionally  handling  shipments  between  the  other  points  referred  to 
in  Mr.  Gill’s  letter,  namely,  live  stock  from  stations  on  our  line  between  Sturgis 
and  Fort  Wayne,  via  Wasepi  and  Michigan  Central  Railroad.  I  am  not  able  to 
give  you  the  rates  in  effect  at  the  time  Mr.  Gill’s  letter  was  written,  as  our  files 
for  that  period  have  been  destroyed.  We  are  handling  live  stock  from  stations 
on  our  Richmond  division  to  Pittsburg  and  Buffalo  from  certain  stations 
through  certain  other  higher  rate  stations,  as  our  train  service  requires  this. 
We  could  not  make  satisfactory  time  with  live  stock  except  under  such  an 
arrangement. 

We  are  forwarding  butter,  eggs,  and  poultry  from  Portland,  Ind.,  through 
Fort  Wayne,  a  higher-rate  point,  to  eastern  cities  on  account  of  having  refrig¬ 
erator-car  service  over  that  route  which  make  close  connection  at  Fort  Wayne 
with  Pennsylvania  Line,  such  cars  being  used  for  picking  up  shipments  at  inter¬ 
mediate  stations.  We  could  only  give  satisfactory  service  to  our  patrons  under 
such  an  arrangement. 

We  are  forwarding  shipments  from  our  Richmond  division  to  Canadian 
points  through  higher-rate  junction  points,  this  being  necessary  on  account  of 
our  having  direct  connection  with  Grand  Trunk  Railway  at  a  higher-rate 
point,  through  car  and  train  service  being  better  over  that  route  than  could  be 
made  via  other  routes  using  roads  intermediate  to  Grand  Trunk  to  reach  that 
line. 

In  our  tariff  with  Pennsylvania  Lines  we  publish  to  some  points  rates  which 
are  applicable  over  shorter  lines,  ignoring  the  long  and  short  haul  clause  of  the 
law.  We  have  direct  connection  and  through  car  arrangements  with  Penn¬ 
sylvania  Lines  and  only  meet  the  short-line  rates. 

We  have  in  effect  commodity  rates  on  butter  dishes  and  clothes  pins  Traverse 
City  and  Petoskey  to  Chicago,  not  applying  from  and  to  intermediate  points, 
meeting  the  rates  which  are  applicable  over  the  direct  boat  line  from  and  to 
points  named. 

We  have  in  effect  rate  on  rough  lumber  of  G  cents  Muskegon  to  Chicago, 
not  applying  from  and  to  intermediate  points,  in  competition  with  rate  applying 
by  boat  from  -and  to  those  points,  the  regular  all-rail  rate  being  8  cents. 

There  may  be  other  cases  of  deviation  from  the  long  and  short  haul  clause 
of  the  law,  but  tliese  are  the  most  important,  and  please  understand  that  they 
are  all  regularly  published  and  filed  with  the  Commission  at  Washington.  In 


DTGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


» 


297 


no  case  that  I  am  aware  of  does  our  proportion  of  through  rate  allow  us  more 
for  the  shorter  than  for  the  longer  haul. 

If  I  can  he  of  further  service  please  let  me  hear  from  you. 

Yours,  truly, 

E.  C.  Leavenworth, 

General  Freight  Agent. 

Mon.  S.  B.  Elkins, 

Senate  of  the  United  States,  Washington,  D.  G. 


i 


GRAND  TRUNK  RAILWAY  OF  CANADA. 

My  Dear  Sir  :  I  beg  to  state  in  regard  to  your  letter  of  the  20tli  instant  that  before 
the  interstate  commerce  law  came  into  effect  lengthened  conferences  took  place  between 
the  company's  counsel  and  its  administration  with  the  view  of  determining  the  interpre¬ 
tation  of  the  law,  and  of  framing  the  company’s  tariffs  in  strict  compliance  with  its  pro¬ 
visions,  and  the  labors  of  the  company’s  staff  were  directed  in  accordance  with  the  con¬ 
clusions  reached. 

There  is.  to  the  best  of  my  knowledge  and  belief,  no  particular  in  which  the  company's 
tariffs  have  been  framed  in  opposition  to  the  short-haul  principle  of  the  law,  or  to  any  of 
its  other  provisions. 

Very  truly,  yours,  L.  J.  Seargeant, 

Traffic  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


CHICAGO  AND  GRAND  TRUNK  RAILWAY.  DETROIT,  GRAND  HAVEN  AND  MIL¬ 
WAUKEE  RAILWAY." 


Dear  Sir  :  Replying  to  your  circular  letter  of  the  20th  October,  I  beg  to  say  that  we 
are  carrying  traffic  over  the  Detroit,  Grand  Haven  and  Milwaukee  Railway,  from  sta¬ 
tions  between  Grand  Haven  and  Owosso,  at  a  higher  rate  than  we  are  charging  from  Mil¬ 
waukee. 

This  is  done  in  accordance  with  the  wish  of  our  competitive  companies,  and  is  claimed 
to  be  justified  by  the  water  competition  that  exists  at  Chicago  during  the  greater  part  of 
the  year. 

We  are  also  taking  traffic  on  the  Chicago  and  Grand  Trunk  Railway  from  points  on  the 
Cincinnati,  Wabash  and  Michigan  Railroad  via  Granger,  which  takes  a  less  rate  from  the 
originating  point  than  the  rate  from  Granger. 

We  are  doing  the  same'  thing  in  connection  with  the  traffic  from  the  Louisville,  New 
Albany  and  Chicago  via  Haskell ;  also  in  connection  with  the  Toledo,  Ann  Arbor  aMd 
Northern  Michigan  Railway  via  Hamburg,  on  the  Michigan  Air  Line. 

The  following  covers  the  whole  of  the  points  in  question,  it  being  understood  that  the 
junctions  all  take  100  per  cent : 


Via  Haskell :  Per  ceut- 

From  Indianapolis  and  Indianapolis  points _  93 

New  Albany _  96 

Via  Stillwell  : 

Indianapolis  and  Indianapolis  points _  93 

Via  South  Bend  : 

Logansport  _  97 

Via  Granger  : 

Goshen  and  Clay  pool _  97 

Warsaw  and  Wabash _  97 

Indianapolis  _  93 

Anderson  _  92 

Marion  _  95* 

Bolivar  _  97 

Milford  _  97 

North  Manchester _  97 


I  may  add,  for  the  information  of  the  Commission,  that  the  rates  on  which  the  above 
percentages  are  allowed  are  all  -made  by  the  railway  company  from  which  we  take  the 
traffic,  not  by  us,  and  we  have  felt  constrained  to  carry  them  out  in  order  to  meet  the 
exigencies  resulting  from  competition. 

Yours,  respectfully,  W.  .T.  Spicer, 

General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  I).  C. 


a  See  response  of  Grand  Trunk  Railway. 


298 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


% 


GRAND  TRUNK  RAILWAY  SYSTEM. 

Montreal,  Quebec,  October  17,  1905. 

Dear  Sir  :  In  further  reference  to  your  favor  of  11th  instant. 

Referring  to  General  Manager  Spicer’s  letter.  There  have  been  changes  as 
follows :  ' 

Milwaukee  v.  traffic  in  Michigan,  Grand  Haven  to  Owosso.  At  the  time  Mr. 
Spicer’s  letter  was  written,  presumably  in  1887,  the  basis  of  rates  from  Detroit, 
Grand  Haven,  and  Milwaukee  stations  in  Michigan,  Owosso  to  Grand  Haven 
inclusive,  to  New  York  was  100  per  cent  of  the  Chicago  to  New  York  rate. 

Milwaukee  was  > all  rail  via  Chicago  the  same  rates  as  from  Chicago,  viz: 
Class  1,  75 ;  class  2,  65 ;  class  3,  50 ;  class  4,  35 ;  class  5,  30 ;  class  6,  25  cents 
per  100  pounds,  but  by  the  D.  G.  H.  and  M.  break-bulk  boats,  Milwaukee  to 
Grand  Haven,  the  rates  were  6,  5,  4,  3,  2,  and  2  cents  per  100  pounds  below  the 
all-rail  rates ;  hence  those  figures  lower  than  the  rates  from  Grand  Haven,  etc., 
but  effective  in  1891,  the  basis  of  the  stations  Owosso  to  Grand  Haven,  was 
reduced  from  100  to  96  per  cent  of  the  Chicago  to  New  York  rate,  making  the 
rates  from  those  points  72,  621.  48,  331,  29,  and  24  cents  per  100  pounds,  and 
which  were  still,  class  1,  3 ;  class  2,  21 ;  class  3,  2 ;  class  4,  11 ;  class  5,  1,  and 
class  6,  1  cent  per  100  pounds  higher  than  the  break-bulk  rates  from  Milwau¬ 
kee.  In  1899  the  differentials  below  the  all-rail  rate  applied  by  the  break-bulk 
boats  from  Milwaukee  via  Grand  Haven  were  reduced,  making  the  rates  from 
Milwaukee  72,  63,  48,  34,  29,  and  24  cents  per  100  pounds.  Therefore,  since 
that  time  the  position  outlined  in  General  Manager  Spicer’s  letter  has  been 
changed,  and  the  rates  at  the  present  time  are  not  at  variance  with  the  long 
and  short  haul  clause. 

In  reference  to  Mr.  Spicer’s  remarks  as  to  traffic  carried  via  Granger  and 
Haskell,  in  1891  east-bound  rates  from  Stilwell,  South  Bend,  and  Granger 
were  reduced  from  100  to  96  per  cent  of  the  Chicago  to  New’  York  basis,  the 
rates  from  Haskell  being  left  at  100  per  cent.  This  leaves  the  present  condi¬ 
tion  as  follows: 

Ter  cent. 


From  Haskell _  100 

From  Indianapolis  and  Indianapolis  points  via  Haskell _ 93-97 

From  New  Albany  (advanced  from  96  to  100  per  cent) _  100 

From  Stilwell _  96 

From  Indianapolis  and  points  via  Stilwell _ ! _  93 

From  South  Bend _  96 

From  Logansport,  Ind.  ( since  reduced  to  96  per  cent*) _  96 

From  a  few  points  on  so-called  “  Butler  ”  branch  of  Yandalia  road _  93 

From  Granger,  Ind _  96 

From  Cincinnati  points  via  Granger _ ; _  87 

From  Anderson.  Marion,  Ind.,  and  vicinity  via  Granger _  92 

From  Indianapolis  and  points  via  Granger _  93 

From  balance  territory  Cleveland.  Cincinnati,  Chicago  and  St.  Louis, 

not  less  than _  96 

From  Durand.  Mich _  92 

From  Toledo,  Ohio,  and  group,  Ann  Arbor  Railroad  via  Durand _  78 

From  Ann  Arbor,  Mich.,  and  group,  Ann  Arbor  Railroad  via  Durand.  84 


In  addition  to  the  above,  the  following  conditions  now  exist  in  reference  to 
the  adjustment  of  rates  from  Chicago  and  contiguous  points  on  the  Grand  Trunk 
•System  to  Jackson,  Grand  Rapids,  Grand  Haven,  and  Muskegon,  Mich. 

To  the  four  points  named  we  publish  frpm  Chicago  the  following  class 
rates,  iz :  Class  1,  33 ;  class  2,  28^  ;  class  3,  22 ;  class  4,  15 ;  class  5,  12, 
and  class  6,  9i  cents  per  100  pounds,  carrying  freight  at  said  rates  to  these 
points  and  through  points  adjacent,  to  which  we* publish  and  carry  freight  at 
the  following  rates:  37,  32,  23£,  16,  13,  and  10  cents  per  100  pounds. 

To  Jackson.  Mich.,  we  meet,  via  our  longer  route,  the  competitive  short-line 
rates  of  the  Michigan  Central ;  at  Grand  Rapids,  Grand  Haven,  and  Muske¬ 
gon  we  meet,  via  our  longer  route,  the  short-line  rates  of  the  Pere  Marquette, 
the  rates  to  these  three  latter  points  being  also  affected  by  direct  water  compe¬ 
tition  from  Chicago.  The  rates  to  these  points  specially  named,  as  well  as  the 
higher  rates  to  intermediate  points,  are  adjusted  in  accordance  with  the 
so-called  Central  Freight  Association  scale,  operative  for  many  years  and 
fixed  with  relation  to  the  commercial  requirements  of  each  section  of  territory 
or  group  of  points. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


299 


These  so-called  short-line  competitive  rates  have  been  published  and.  applied 
under  a  decision  given  by  the  United  States  Supreme  Court  in  October,  1903. 

We  also  have  in  effect  from  Chicago  and  contiguous  points  affected  by  Chi¬ 
cago  rates  certain  rates  to  points  on  connecting  lines  which  are  less  than  the 
rates  we  published  from  Chicago  to  our  junction  with  said  roads. 

To  illustrate : 

[In  cents  per  100  pounds. J 


Chicago  to— 

Classes. 

1. 

2. 

3. 

4. 

5. 

6. 

South  Bend, _ _ 

22 

20 

17 

12 

9 

8 

Rolling  Prairie,  Lake  Shore  and  Michigan  Southern  via 
South  Bend  _ _ _ _ _ _ _ _ _ _ _ _ 

1  « 

16 

15 

10* 

8 

7 

North  Judson,  Indiana,  Illinois  and  Iowa  via  South  Bend _ 

Granger,  Ind . . . . . 

1 

24* 

22 

19* 

12* 

9 

8 

Benton  Harbor,  Mich.,  Cleveland,  Cincinnati,  Chicago  and 
St.  Louis  via  Granger  . . . . . . . . 

22 

20 

17 

12 

9 

8 

Pontiac,  Mich _ _ _ _ _ 

37 

32 

23* 

16 

13 

10 

Hudson,  Mich.,  Cincinnati  Northern  via  Pontiac  and  Jack- 
son . . . . . 

33 

28* 

32 

22 

15 

12 

9* 

Detroit,  Mich _ _ _ _ _ _ _ _ _ 

37 

23* 

16 

13 

10 

Adrian,  Mich.,  Detroit  Southern  via  Detroit . 

35 

30 

22* 

15 

13 

10 

The  rates  cited  immediately  above  as  being  in  effect  from  Chicago  to  the 
connecting  lines  above  mentioned  are  not  used  to  any  appreciable  extent  on 
traffic  from  Chicago  proper,  but  are  more  frequently  used  from  points  east  of 
Chicago,  from  which  Chicago  rates  apply,  and  where  the  Grand  Trunk  System 
territory  is  competitive  with  that  of  the  shorter  and  more  direct  lines,  either 
crossing  or  adjacent  to  that  of  the  Grand  Trunk. 

The  rates  cited  above  to  points  on  the  Cincinnati  Northern  Railway  were  first 
established  via  Battle  Creek,  but  after  the  acquisition  of  a  portion  of  that  road 
by  the  Michigan  Central  we  had  to  apply  the  rates  to  the  territory  left  open  to 
us  via  Jackson  or  withdraw  them. 

In  reference  to  Traffic  Manager  Seargeant’s  letter,  it  is  not  the  practice  of 
the  Grand  Trunk  Railway  System  to  make  a  departure  from  the  long-and- 
short-haul  clause  from  its  Canadian  territory,  except  that  upon  grain  and  grain 
products,  the  rates  from  points  between  the  St.  Clair  and  Niagara  rivers  on 
traffic  destined  to  New  York,  Philadelphia,  and  Baltimore  have  been  slightly 
in  excess  of  those  in  effect  from  Detroit  or  Port  Huron,  on  the  ground  that 
the  competition  was  of  a  different  character  and  that  the  difference  in  rates 
was  justified  by  such  conditions.  But  even  this  exceptional  condition  now  no 
longer  exists,  as  since  October  1  of  this  year  the  rates  from  the  Canadian 
territory  intermediate  between  the  Detroit  and  Niagara  frontiers  have  been 
scaled  on  the  Chicago-New  York  rates  in  the  same  manner  as  is  the  custom 
from  the  United  States,  viz,  the  percentage  grouping.  Thus  the  long-and-short- 
haul  clause  of  the  law  is  strictly  followed. 

Yours,  truly, 


John  W.  Loud, 
Freight  Traffic  Manager. 


Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Senate  of  the  United  States,  Washington,  D.  C. 


HOUSTON  AND  TEXAS  CENTRAL  RAILWAY  COMPANY. 

Dear  Sir  :  Yours  of  the  20th  ultimo,  addressed  to  the  receivers  of  this  road,  has  been 
referred  to  me  for  reply. 

I  inclose  you  herewith  tariff  of  rates  on  commodities  and  class  articles  to  Houston  and 
Galveston,  Tex.,  from  Saint  Louis  and  points  east  of  Saint  Louis  ;  also  tariff  from  Saint 
Louis  on  the  same  articles  to  intermediate  points  in  the  interior  that  are  a  shorter  dis¬ 
tance  than  to  Houston  and  Galveston — the  same  differentials  from  points  east  of  Saint 
Louis  that  apply  to  Houston  and  Galveston  applying  to  intermediate  points,  and  heg  to 
state,  for  your  information,  that  the  rates  made  to  Houston  and  Galveston  are  made  on  a 
basis  of  the  rates  by  water  to  New  Orleans  and  the  local  tariff  from  New  Orleans  to 
Houston  and  Galveston,  also  by  the  locals  to  New  Orleans  by  rail  and  the  locals  from 
New  Orleans  added. 

There  is  quite  a  large  traffic  to  Houston  and  Galveston  from  the  points  named,  which 
we  would  be  entirely  deprived  of  if  we  did  not  meet  the  rates  made  by  the  water  lines 
via  New  Orleans. 


300 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  necessity  of  making  these  rates  to  interior  points,  however,  does  not  exist,  from 
the  fact  that  water  competition  does  not  extend  beyond  Houston  or  Galveston,  as  the 
rail  lines  leading  in  and  through  Texas  are  in  a  position  to  protect  themselves  against  it. 

The  question  for  the  roads  to  solve  was  whether  to  reduce  nine-tenths  of  their  reve¬ 
nue  to  interior  points  or  go  out  of  the  business  to  Houston  and  Galveston,  virtually  de¬ 
stroying  all  competition  to  these  points,  or  else  meet  the  competition  by  water  and  make 
the  rates  that  were  made  by  that  route. 

This  line,  and  all  other  lines  leading  to  Houston  and  Galveston,  have  seen  fit,  under 
the  circumstances,  to  meet  competition,  believing  that  they  would  be  fully  justified  in 
so  doing  from  the  fact  that  if  they  withdrew  from  the  business  it  would  not  prevent 
shippers  from  getting  the  benefit  of  lower  rates  to  Houston  and  Galveston  than  are  made 
to  the  interior  points,  as  they  would  be  made  anyhow  by  the  water  lines,  and  the  question 
was  simply  whether  we  should  put  in  the  rates  in  order  to  help  our  revenue  by  hauling 
a  portion  of  the  freight. 

Our  position  seems  to  us  perfectly  legal  and  fair,  and  we  trust  will  be  so  recognized  by 
the  Commission  should  any  question  arise. 

Yours,  respectfully,  Dan’l  Ripley, 

General  Freight  Agent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


HOUSTON  AND  TEXAS  CENTRAL  RAILWAY  COMPANY. 

Dear  Sir  :  Replying  to  yours  of  the  23d  instant,  calling  attention  to  circular  of  Octo¬ 
ber  20.  There  is  no  point  on  this  railway  from  which  a  less  rate  is  made  for  a  long  haul 
than  a  short  one  in  same  direction  on  interstate  business  (passenger). 

Yours,  truly, 

A.  Fulkner, 

General  Passenger  Agent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


THE  HOUSTON  EAST  AND  WEST  TEXAS  RAILWAY  COMPANY. 

Dear  Sir  :  Replying  to  your  circulars  to  me  of  October  20.  The  following  points  take 
a  less  rate  than  other  local  stations  over  same  route  and  in  same  direction,  but  only  on 
certain  commodities,  namely,  Shreveport,  Keechi,  Logansport,  and  Houston.  I  attach 
commodity  tariff  showing  rates  to  Houston.  Below  are  list  of  commodities  and  rates  as 
they  apply  in  comparison  : 


Articles. 

Local 

points. 

Shreve¬ 

port. 

Keechi. 

Logans 

port. 

Bagging . . . 

$0. 63j 
.60 

$0.27* 

.27* 

.30 

$0. 47* 

•  47* 
.44 

$0.50* 

.50* 

.46 

Cotton  ties . 

Flour  and  meal . . . . . . . . . 

.50 

Sugar  and  malls . . . 

.60 

.60 

.60 

.60 

Coifee . . . 

.62 

.62 

.62 

.62 

Rice . 

.60 

.60 

.60 

.60 

Salt.. .  . . . . . 

.33 

.33 

.33 

.33 

Coal  and  coke  per  ton . . . . . . 

5.00 

5.00 

5. 00 

5.00 

Ice,  car  30,000  pounds . 

60.00 

60.00 

60. 00 

60.00 

These  rates  are  for  carload  lots,  and  are  made  necessary  on  account  of  water  compe¬ 
tition  from  Saint  Louis  to  New  Orleans,  or  Shreveport.  The  figures  named  apply  from 
Saint  Louis. 

We  make  less  rate  from  Shreveport  on  cotton  to  various  points,  rendered  necessary  by 
water  competition.  Attached  please  find  tariffs  for  comparison. 
lTours,  truly, 

M.  G.  Howe, 

Receiver  S.  d  E.  d  TF.  T.,  and  General  Manager  S.  &  H.  R.  R. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


HOUSTON  AND  TEXAS  CENTRAL  RAILROAD  COMPANY.  HOUSTON  EAST  AND 
WEST  TEXAS  RAILWAY  COMPANY.  HOUSTON  AND  SHREVEPORT  RAILROAD 
COMPANY. 

Houston,  Tex.,  October  16 ,  1905. 

Dear  Sir  :  I  have  your  favor  of  recent  date,  with  inclosures  of  copies  of  let¬ 
ters  from  Mr.  Daniel  Ripley,  general  freight  agent ;  Mr.  M.  G.  Howe,  receiver, 
and  Mr.  A.  Faulkner,  general  passenger  agent.  My  absence  from  Houston  has 
prevented  earlier  reply. 

The  conditions  described  in  the  letters  mentioned  above  have  not  changed  to  any 
material  extent.  It  is  still  necessary  for  the  lines  entering  Texas  on  its  north¬ 
ern  and  northeastern  border  to  carry  rates  to  Houston,  Galveston,  and  Beau- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


301 


mont  which  are  less  than  the  rates  to  intermediate  points  on  some  commodities. 
There  is  quite  a  large  traffic  to  these  points,  and  if  the  lines  entering  Texas  as 
described  desire  to  participate  in  this  business  they  must  necessarily  meet  the 
rates  that  are  made  on  the  basis  of  the  water  rate  to  New  Orleans,  or  the  low 
rail  rate  made  to  meet  the  water  competition  to  New  Orleans,  plus  the  local  rate 
from  New  Orleans  to  Houston,  Galveston,  and  Beaumont.  This  competition  or 
condition  does  not  exist  at  intermediate  points  on  the  rail  lines  in  Texas  be¬ 
tween  the  northern  and  northeastern  borders  of  the  State,  therefore  higher 
rates  are  carried  to  such  points. 

I  attach  a  small  statement  showing  some  of  the  commodities  and  the  rates ; 
the  dates  when  effective  are  also  given  in  the  statement.  I  regret  I  am  not 
able  to  furnish  you  the  rates  of  1887,  hut  our  records  for  that  year  have  all 
been  destroyed.  I  also  inclose  you  our  present  tariffs  by  which  you  can  verify, 
and.  if  you  desire,  check  the  figures  I  have  furnished. 

Changes  have  been  made  in  the  rates  to  Houston  and  Galveston,  either  ad¬ 
vances  or  reductions,  on  commodities  that  the  competition  controlled.  For  ex¬ 
ample,  we  found  that  on  flour  and  meal  the  rates  via  New  Orleans,  or  any  other 
crossing,  to  Houston  and  Galveston  would  not  affect  the  movement,  therefore  it 
was  feasible  to  carry  the  same  rates  to  Houston  as  carried  to  Texas  common 
points,  while  the  rate  on  sugar,  molasses,  and  coffee  is  less  to  Houston,  for  the 
reason  that  the  competition  via  the  Mississippi  River  and  the  competition  of 
rail  lines  meeting  such  competition,  plus  the  rate  from  New  Orleans  to  Houston, 
was  available  and  could  affect  the  movement  of  the  business.  This  explains 
the  changes  that  have  taken  place  from  time  to  time  and  which  will  influence 
changes  in  the  future. 

We  have  a  great  many  instances  where  intermediate  rates  are  higher,  caused 
by  practically  the  same  competition  or  basis  of  making  rates  in  the  opposite 
direction.  For  instance,  rates  from  New  Orleans  to  Missouri  River  points  are 
made  on  the  basis  of  the  rate  to  St.  Louis,  plus  a  differential,  or  plus  „a  local 
rate,  or  through  Memphis  and  rail  from  Memphis  to  points  on  the  Missouri 
River  or  points  in  Kansas,  Indian  or  Oklahoma  Territories  that  are  less  than 
the  intermediate  rates  in  Texas.  Therefore,  it  is  necessary  for  the  lines  from 
New  Orleans,  handling  their  business  through  Texas,  to  carry  these  rates  if 
they  desire  to  participate  in  any  of  the  business.  Otherwise,  the  rates  being 
based  on  Memphis  or  St.  Louis  and  made  by  lines  passing  through  those  gate¬ 
ways,  it  would  all  move  via  those  routes,  and  the  lines  passing  through  Texas 
would  simply  be  deprived  of  the  business  and  a  proportion  of  their  revenue 
thereon  without  in  any  case  advancing  the  rate.  The  same  conditions  do  not 
apply  to  intermediate  points,  and  the  competition  of  water  via  Mississippi  River 
to  St.  Louis  or  Memphis  to  Missouri  River  points  does  not  prevail. 

This,  in  a  general  way,  covers  the  situation  and,  I  trust,  will  give  you  the 
information  you  desire. 

Yours,  truly,  H.  A.  Jones, 

Freight  Traffic  Manager. 

Senator  S.  B.  Elkins, 

Washington,  D.  C. 


(The  statement  referred  to  in  the  foregoing  is  as  follows :) 

Rates  from  St.  Louis,  Mo. 


Article. 

Houston. 

Rate. 

Date  effective. 

Bagging  and  ties,  car 

32 

Oct.  3,1899 _ 

load. 

Flour  and  meal  . 

41 

May  6. 1905 _ 

Sugar . 

33 

June  20,1902 . 

Molasses . 

40 

Prior  to  June  1, 

1895. 

Coffee . . 

60 

Dec.  15,1897  . . 

Rice  . .  . . 

75 

May  1,1902 . 

Salt . . 

Coal  and  coke  . 

a  450 

July  14, 1904 . 

Shreveport. 

Intermediate  points. 

Rate. 

Date  effective. 

Rate. 

Date  effective. 

20 

Prior  to  Apr.  1, 
1900. 

35 

Oct.  4, 1899. 

24 

Apr.  29, 1905  . 

41 

Dec.  15,1902. 

30 

Prior  to  Apr.  1, 
1900. 

49 

Feb.  26, 1901. 

30 

_ do . . 

49 

Do. 

56 

June  15,1903 . 

75 

Mar.  15, 1903. 

56 

. do . 

75 

Do. 

20 

Prior  to  Apr.  1, 
1900. 

450 

July  14, 1904. 

°  Per  ton. 


302 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


LOUISVILLE  AND  NASHVILLE  RAILROAD  COMPANY. 

Dear  Sir  :  I  have  your  circular  letter  dated  October  20.  In  reply  I  bee:  to  say  that 
there  are  certain  points  on  the  railroad  of  this  company  to  and  from  which  interstate 
rates  for  the  transportation  of  freight  are  made,  both  by  this  company  for  itself  and  in 
combination  with  other  roads,  which  are  less  than  rates  to  or  from  less  distant  points  in 
the  same  direction  over  the  same  line. 

(1)  For  a  statement  of  points  between  which  charges  are  made  less  for  the  longer  than 
for  the  shorter  distance  for  the  transportation  of  property,  I  refer  you  to  the  printed  copy 
of  this  company’s  petition  to  be  relieved  from  the  fourth  section  of  the  “  act  to  regulate 
commerce,”  which  was  filed  with  the  Interstate  Commerce  Commission  on  April  4,  1887, 
and  on  pages  13  to  18,  inclusive,  you  will  find  a  statement  of  such  points.  As  explaining 
in  somewhat  more  detail  the  reason  for  naming  such  rates  for  the  transportation  of  prop¬ 
erty,  both  from  and  through  the  points  given,  I  would  call  your  attention  to  the  state¬ 
ment  submitted  by  me  to  the  Interstate  Commerce  Commission  at  the  time  this  company 
filed  with  the  Commission  its  rates  of  transportation,  which  statement  is  dated  March  21, 
1887. 

(2)  For  rates  made  in  conjunction  with  other  lines  wffiere  the  charge  is  less  for  the 
longer  than  for  the  shorter  haul,  reference  is  made  to  an  order  of  the  Interstate  Com¬ 
merce  Commission,  granting  the  application  of  the  Southern  Railway  and  Steamship  As¬ 
sociation,  joined  with  that  of  several  other  lines  and  systems,  of  which  the  Louisville  and 
Nashville  Railroad  is  one,  that  they  be  authorized  to  transport  property  at  lower  rates 
between  the  points  named  than  are  charged  for  the  transportation  of  property  to  and  from 
certain  intermediate  points.  In  said  order  are  stated  the  points  for  which  this  applica¬ 
tion  is  granted,  and  rates  are  now  charged  by  this  company  'less  for  the  longer  distances 
named  therein  than  for  shorter  distances  to  intermediate  points. 

As  bearing  on  this  point,  I  also  inclose  you  a  copy  of  argument  submitted  by  me  in  be¬ 
half  of  this  petition.  The  order  of  the  Commission  is  given  in  full  on  pages  43,  etc., 
therein. 

I  do  not  see  that  I  can  make  any  statement  concerning  conditions  and  circumstances 
of  the  traffic  to  more  fully  explain  the  principle  upon  which  rates  for  the  longer  haul  are 
made  less  than  for  the  shorter  haul  than  has  already  been  submitted  at  different  times 
to  the  Commission,  or  than  appears  in  the  papers  which  I  have  heretofore  referred  to. 

For  your  advice,  in  addition  to  the  papers  above  referred  to,  I  inclose  argument  of 
Mr.  E.  B.  Stahlman  in  support  of  the  petition  of  the  Southern  Railway  and  Steamship 
Association  and  of  the  Louisville  and  Nashville  Railroad  Company,  and  the  argument  of 
the  lion.  Ed.  Baxter,  counsel,  in  support  of  this  company’s  application. 

At  the  present  time  there  is  no  adjustment  of  charges  for  the  transportation  of  passen¬ 
gers  to  any  point  upon  this  company’s  lines  or  to  which  we  issue  tickets  in  connection 
with  other  lines,  to  or  from  which  interstate  rates  are  made,  which  are  less  for  the  more 
distant  points  than  to  intermediate  points. 

Yours,  truly,  M.  II.  Smith, 

Vice-President. 

C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 

The  petition  and  argument  referred  to  in  the  foregoing  is  as  follows : 

To  the  Honorable  the  Interstate  Commerce  Commission: 

The  petition  of  the  Louisville  and  Nashville  Railroad  Company,  a  corporation  char¬ 
tered  by  the  Commonwealth  of  Kentucky,  would  respectfully  show  unto  your  honorable 
Commission  as  follows,  viz  : 

The  Louisville  and  Nashville  Railroad  Company  was  originally  chartered  to  construct 
a  railroad  from  Louisville,  Ivy.,  to  Nashville,  Tenn.,  with  a  branch  to  Lebanon,  Ky., 
and  one  from  a  point  five  miles  south  of  Bowling  Green  to  the  State  line  near  a  point 
now  known  as  Guthrie,  in  the  direction  of  Clarksville  and  Memphis,  Tenn.  Construction 
was  commenced  from  Louisville,  southward,  in  1853,  and  from  Nashville,  northward,  in 
1856,  and  work  progressed  from  each  end  until  connection  was  made  at  or  near  Bells 
(Glasgow  Junction)  in  the  year  1859. 

The  Lebanon  branch  was  extended  from  time  to  time  and  completed  to  Rockcastle 
River,  a  distance  of  140  miles  from  Louisville,  in  1870;  and  was  farther  extended  to 
Jellico,  Tenn.,  in  1883,  there  connecting  with  the  Knoxville  and  Ohio  Railroad. 

The  Memphis  branch  was  completed  in  1860. 

The  Memphis  and  Ohio  Railroad  Company  was  chartered  to  construct  a  railroad  from 
Memphis  to  Paris,  Tenn.  Construction  was  commenced  in  1856,  and  gradually  extended 
to  Paris,  to  which  point  it  was  completed  in  18 — . 

During  the  year  1860  or  1861  the  Memphis,  Clarksville  and  Louisville  Railroad,  ex¬ 
tending  from  the  State  line  near  Guthrie,  Ky.,  to  Paris,  Tenn.,  was  completed. 

The  Louisville  and  Nashville  Railroad  Company  acquired  by  lease  the  property  of  the 
Memphis  and  Ohio  Railroad  Company  in  September,  1867,  and  it  was  afterwards  con¬ 
solidated  into  the  Louisville  and  Nashville  Railroad  Company  in  October,  1872.  The 
Louisville  and  Nashville  Railroad  Company  acquired  by  purchase  the  property  of  the 
Memphis,  Clarksville  and  Louisville  Railroad  Company  on  October  1,  1871.  The  three 
railroads  thus  formed  a  continuous  line  from  Louisville  to  Memphis. 

On  July  1,  1872,  the  Louisville  and  Nashville  Railroad  Company  acquired  by  lease  con¬ 
trol  of  the  Nashville  and  Decatur  Railroad,  extending  from  Nashville,  Tenn.,  to  Decatur, 
Ala.,  122  miles. 

The  South  and  North  Alabama  Railroad  Company  was  chartered  to  construct  a  railroad 
from  Montgomery,  Ala.,  to  Decatur.  Ala.  That  company,  unable  to  secure  the  means, 
failed  to  complete  the  road.  In  1871  the  Louisville  and  Nashville  Railroad  Company 
entered  into  an  agreement  to  complete  the  road,  and  to  receive  in  part  compensation 
therefor  a  controlling  interest  in  the  stock  of  the  South  and  North  Alabama  Railroad 
Company.  The  road  was  completed  and  opened  for  traffic  in  1872,  since  which  time  it 
has  been  under  the  stock  control  of  the  Louisville  and  Nashville  Railroad  Company. 

In  1880  the  Louisville  and  Nashville  Railroad  Company  purchased  the  property  of  the 
Mobile  and  Montgomery  Railroad  Company,  the  road  extending  from  Montgomery,  Ala., 
to  Mobile,  Ala.,  180  miles,  and  in  1880  it  purchased  the  property  of  the  New  Orleans  and 
Mobile  Railroad  Company,  the  road  extending  from  Mobile  to  New  Orleans,  141  miles. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


303 


In  1880  the  Louisville  and  Nashville  Railroad  Company  purchased  the  Pensacola  Rail¬ 
road,  extending  from  Pensacola  Junction  (Flomaton)  to  Pensacola,  43  miles. 

In  1879  the  Louisville  and  Nashville  Railroad  Company  purchased  the  property  of  the 
Evansville,  Henderson  and  Nashville  Railroad  Company,  tlie  railroad  extending  from 
Henderson,  Ky.,  to  Nashville,  Tenn.,  145  miles. 

In  1881  the  Louisville  and  Nashville  Railroad  Company  acquired  control  of  the  South¬ 
east  and  St.  Louis  Railway  and  branches  by  lease,  the  road  extending  from  Evansville, 
Ind.,  to  East  Saint  Louis,  Ill.,  161^  miles,  with  a  branch  from  McLeansborough  to  Shaw- 
neetown,  on  the  Ohio  River,  40  miles  long. 

In  1880  the  Louisville  and  Nashville  Railroad  Company  purchased  a  controlling  interest 
in  the  stock  of  the  Owensborough  and  Nashville  Railroad  Company,  the  road  at  that 
time  extending  from  Owensborough  to  Central  City,  35i  miles.  It  has  since  furnished 
the  means  to  extend  the  road  from  Central  City  to  Adairville,  84  miles  in  all. 

In  1881  the  Louisville  and  Nashville  Railroad  Company  purchased  the  property  of  the 
Louisville,  Cincinnati  and  Lexington  Railway  Company,  the  road  extending  from  Louis¬ 
ville,  Ivy.,  to  Lexington,  Ky.,  94  miles,  and  from  Lagrange,  Ivy.,  to  Cincinnati,  Ohio,  83 
miles,  and  secured  thereby  control,  by  lease,  of  three  smaller  corporations.  The  total 
length  of  lines  owned,  controlled  by  ownership  of  stock,  or  operated  under  lease  by  the 
Louisville  and  Nashville  Railroad  Company,  including  some  branch  lines  not  herein  enu¬ 
merated,  is  2,103.64  miles — practically  all  of  which  is  subject  to  the  provisions  of  the 
*'  act  to  regulate  commerce.” 

In  this  petition  the  term  local  tariffs  is  intended  to  apply  to  the  rates  of  transportation 
to  and  from  local  stations  as  distinguished  from  rates  between  competitive  stations. 

When  the  Louisville  and  Nashville  Railroad  Company  commenced  the  construction  of 
its  road  from  Louisville  in  the  direction  of  Nashville,  and  from  Nashville  in  the  direction 
of  Louisville,  it  adopted  rates  of  transportation  for  both  passengers  and  freight  materially 
less  than  had  ever  prevailed  before  and  less  than  the  rates  authorized  by  its  charter. 
These  rates  have  been  changed  from  time  to  time,  the  changes  having  in  all  cases  been 
reductions  ;  so  that  the  average  rate  per  ton  per  mile  and  per  passenger  mile  now  received 
to  and  from  local  statious  is  much  less  than  during  the  years  immediately  succeeding  the 
construction  of  the  road.  As  the  company  acquired  by  lease  or  by  purchase  the  property 
of  other  companies,  or  their  control  by  ownership  of  stock,  it  in  all  cases  substituted 
rates  of  transportation  to  and  from  local  stations  materially  less  than  had  been  received 
by  the  companies  formerly  owning  or  controlling  the  properties,  and  less  than  had  pre¬ 
vailed  before  said  companies  were  chartered  ;  and  it  has,  since  acquiring  control  of  such 
companies,  made  material  reductions  in  the  rates  for  transportation  of  both  freight  and 
passengers,  so  that  the  rates  now  received  per  ton  per  mile  and  per  passenger  mile  are 
very  much  less  than  those  received  for  some  time  after  such  control  was  secured.  These 
reductions  in  some  cases  have  been  as  much  as  50  per  cent,  local  passenger  rates  having 
been  reduced  over  nearly  the  entire  system  from  4,  5,  and  6  cents  per  mile  to  3  cents  per 
mile,  with  a  corresponding  or  even  greater  reduction  in  the  rates  of  transportation  to  and 
from  local  stations  on  many  articles  of  freight.  These  rates  are  believed  and  are  averred 
to  be  just  and  reasonable. 

Reference  to  the  map  herewith  filed,  and  marked  Exhibit  A  hereto,  will  show  that 
the  lines  of  the  Louisville  and  Nashville  Railroad  Company  come  in  contact  with  water 
transportation  at  numerous  points.  The  traffic  of  but  few  large  corporations  in  the 
country  is  to  so  large  an  extent  affected  by  water  competition. 

All  traffic  carried  by  the  Louisville  and  Nashville  Railroad  Company  between  the 
following-named  points  is  taken  in  direct  competition  with  water  carriers  not  subject  to 
the  provisions  of  the  “  act  to  regulate  commerce :  ”  Cincinnati,  Ohio ;  Newport,  Ky. ; 
Frankfort,  Ky.  ;  Louisville,  Ky. ;  Owensborough,  Ky. ;  Henderson,  Ky.  ;  Bowling  Green, 
Ky. ;  Clarksville,  Tenn.;  Nashville,  Tenn.;  Tennessee  River  station  (or  Danville), 
Tenn. ;  Memphis,  Tenn.  ;  Montgomery,  Ala.  ;  Selma,  Ala.  ;  Mobile,  Ala. ;  New  Orleans. 
La.  ;  Pensacola,  Fla. ;  Evansville,  Ind. ;  Shawneetown,  Ill.  ;  East  Saint  Louis,  Ill.,  and 
Saint  Louis,  Mo. 

In  addition  to  the  above-mentioned  competition  of  carriers  not  subject  to  the  act  to 
regulate  commerce,  there  is  also  the  competition  of  rail  lines,  or  of  rail  and  water  lines, 
for  traffic  passing  between  most  of  the  points  enumerated.  Besides  the  traffic  passing 
between  the  points  above  enumerated,  all  or  most  of  the  traffic  passing  between  such 
points  and  points  beyond  them  is  taken  in  competition  with  carriers  not  subject  to  the 
act.  To  illustrate:  Traffic  between  New  York  g,nd  other  eastern  cities  and  Louisville, 
Ky.,  Owensborough,  Ky.,  Henderson,  Ky.,  Clarksville,  Tenn.,  Nashville,  Tenn.,  and  Mem¬ 
phis,  Tenn.,  may  be,  and  is,  shipped  by  consignors  to  Cincinnati,  consigned  to  a  for¬ 
warding  merchant,  or  to  an  agent  of  water  carriers,  the  contract  for  shipment  only 
providing  for  delivery  to  such  merchant  or  agent,  who,  on  receipt  of  the  property, 
forwards  it  to  destination,  neither  the  rail  carrier  nor  the  water  carrier  being  a  party 
to  any  arrangement  for  a  continuous  carriage. 

Traffic  passing  between  New  York  and  other  eastern  cities  and  New  Orleans,  La., 
Mobile,  Ala.,  Selma,  Ala.,  and  Montgomery,  Ala.,  is  taken  in  competition  with  water 
carriers  not  subject  to  the  provisions  of  the  act.  There  are  also  numerous  rail  lines 
and  rail  and  water  lines  competing  for  this  traffic. 

Traffic  passing  between  points  not  on  this  company's  lines,  but  for  which  this  and 
connecting  lines  compete,  is  also  subject  to  similar  competition  of  lines  not  subject  to 
the  act.  As  an  illustration,  traffic  passing  between  Chicago,  Ill.,  and  Savannah,  Ga., 
may  be,  and  is,  shipped  by  consignors  from  Chicago  on  contracts  requiring  delivery  to  a 
forwai’ding  merchant  or  to  an  agent  of  a  water  carrier  at  Baltimore,  Md.,  who  forwards 
the  same  to  destination,  the  shipment  not  being  covered  by  any  through  contract  or 
arrangement.  This  company  and  its  connections  also  compete  with  other  all-rail  and 
with  rail-and-water  lines  for  traffic  passing  between  the  same  points,  some  of  which 
lines  are  not  subject  to  the  provisions  of  the  act. 

All  traffic  passing  between  nearly  all  points  north,  west,  and  east,  like  Cincinnati, 
Chicago,  Saint  Louis,  Pittsburgh,  Philadelphia,  New  Yoi’k,  and  points  south,  southeast, 
and  southwest,  like  Savannah,  Charleston,  Augusta,  points  in  Florida,  Montgomery, 
Selma,  Mobile,  New  Orleans,  points  in  Arkansas  and  in  Texas,  is  subject  to  similar 
competitive  conditions. 

Traffic  subject  to  still  other  competitive  conditions  is  that  passing  between  points 
one  or  both  of  which  may  not  be  located  upon  this  company’s  lines,  but  for  which  it 
and  its  connections  have  to  compete  with  all-rail  and  with  rail  and  water  lines  which 


304 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


may  be  subject  to  the  provisions  of  the  act,  to  wit,  traffic  passing  between  Chicago  and 
Atlanta,  Ga.,  or  New  York  and  Birmingham,  Ala.  Nearly  ail  traffic  passing  between 
points  on  and  north  of  the  Ohio  in  the  Northeast  and  Northwest,  as  Louisville,  Indian¬ 
apolis,  Saint  Louis,  Pittsburgh,  etc.,  and  points  in  the  South,  Southeast,  and  Southwest, 
such  as  Atlanta,  Ga.,  Macon,  Ga.,  Chattanooga,  Tenn.  ;  Birmingham,  Montgomery,  and 
Selma,  Ala.  ;  New  Orleans,  La.,  Little  Rock,  Ark.,  and  points  in  Texas,  is  subject  to  such 
competition. 

Then,  again,  there  is  traffic  for  which  practically  only  all-rail  lines  compete,  such 
as  that  passing  between  Cincinnati,  Ohio,  and  Chattanooga,  Tenn.,  Louisville.  Ivy.,  and 
Birmingham,  Ala.,  Louisville,  Ivy.,  and  Atlanta,  Ga.  While  such  traffic  may  be,  and  has 
been,  to  some  extent  competed  for  by  a  rail-and-water  line,  in  practice  such  competition 
is  not  effective  and  does  not  have  a  material  influence  in  the  adjustment  of  rates. 

Rates  between  such  points  may  be  said  to  be  adjusted  by  the  competition  between  the 
rail  lines,  but,  in  effect,  they  are  made  relative  to  rates  between  other  points.  To  illus¬ 
trate  :  The  rates  from  Saint  Louis  to  Birmingham,  Ala.,  being  fixed  by  the  competition 
between  the  river  and  rail  routes  via  Vicksburgh,  New  Orleans,  Memphis,  Cairo,  etc.,  and 
the  all-rail  lines  running  from  Saint  Louis  to  Birmingham,  those  rates  fix  the  rates  from 
Louisville,  Ky.,  to  Birmingham,  Ala.  ;  and  the  rates  from  Chicago  to  Atlanta  being  fixed 
by  competition  between  the  rail  and  water  lines  via  Baltimore  and  the  all-rail  lines,  those 
rates  fix  the  rates  from  Cincinnati,  Ohio,  to  Atlanta,  Ga. 

An  examination  of  this  company’s  tariffs  heretofore  submitted  to  this  Commission  will 
show  that  in  many  instances  the  rates  of  transportation  for  the  shorter  are  greater  than 
for  the  longer  distance  over  the  same  line  in  the  same  direction,  the  shorter  being 
included  within  the  longer  distance.  But  this  is  only  the  case  where  the  circumstances 
and  conditions  are,  as  petitioner  is  advised  and  insists,  substantially  dissimilar.  As  an 
illustration,  the  rates  between  Louisville  and  the  intermediate  stations  are,  as  herein¬ 
before  shown,  just  and  reasonable,  and  while  the  rates  between  Louisville  and  Nash¬ 
ville  on  most  classes  of  traffic  are  less  than  between  Louisville  and  some  of  the  inter¬ 
mediate  stations,  the  rates  between  Louisville  and  Nashville  are  fixed  by  competition 
with  water  lines,  and  the  rail  line  can  secure  only  what  the  transportation  between  such 
points  is  worth  to  the  shipper,  which  is  what  the  water  lines  will  accept  for  carriage, 
plus  the  value  to  the  shipper  or  owner  of  the  property  of  prompt  transportation  and 
the  absence  of  marine  risk.  With  perhaps  but  two  exceptions,  the  rates  between  points 
on  the  lines  owned,  controlled,  or  operated  by  the  Louisville  and  Nashville  Railroad 
Company  are  not  less  for  the  longer  than  for  the  shorter  haul,  except  between  points 
where  water  carriers,  not  subject  to  the  act,  compete.  The  rates  to  and  from  railroad 
crossing  points  like  McKenzie,  Tenn.,  Milan,  Tenn.,  Humboldt,  Tenn.,  Danville  Junction, 
Ivy.,  Stanford,  Ky.,  Livingston,  Ivy.,  Nortonville,  Ivy.,  Central  City,  Ky.,  and  other  points, 
are  not  less  than  the  rates  from  intermediate  local  stations. 

Cincinnati,  Ohio ;  Newport,  Ky.  ;  Louisville,  Ky.  ;  Frankfort,  Ky. ;  Henderson,  Ky. ; 
Clarksville.  Tenn  ;  Nashville,  Tenn.  ;  Memphis,  Tenn.  ;  Montgomery,  Ala. ;  Selma,  Ala. ; 
Mobile,  Ala.  ;  New  Orleans,  La.  ;  Evansville,  Ind.  ;  Sliawneetown,  Ill. ;  East  Saint  Louis, 
Ill.  ;  Saint  Louis,  Mo.,  were  natural  commercial  centers,  or  points  where  traffic  was  inter¬ 
changed  with  the  surrounding  country,  before  railroads  were  constructed  to  or  from 
them.  They  were  natural  commercial  centers,  or  distributing  points,  by  virtue  of  their 
natural  location,  and  of  the  facilities  they  enjoyed  by  reason  of  water  transportation. 
As  railroads  were  constructed  across  the  country  "which  intervened  between  those  natural 
commercial  centers  they  provided  facilities  for  the  country  through  which  they  passed  su¬ 
perior  to  those  theretofore  possessed,  and  at  greatly  reduced  rates,  such  rates  being  just  and 
reasonable.  When  the  roads  were  completed  between  those  natural  commercial  centers — 
where  they  came  in  competition  with  water  lines  which  also  connected  those  centers — 
they  found  the  circumstances  and  conditions  entirely  dissimilar  from  those  which  existed 
at  intermediate  stations  in  the  intervening  country.  The  volume  of  traffic  concentrated 
at  such  points  was  found  to  be  many  times  greater  than  at  intermediate  stations,  and 
that  the  value  of  the  transportation  to  shippers  was  fixed  by  competition  with  water  car¬ 
riers,  as  hereinbefore  described.  The  railroad  companies  adjusted  their  rates  to  the  con¬ 
ditions  found  to’  exist  when  the  roads  were  so  completed.  They  did  not  attempt  to  ma¬ 
terially  disturb  the  relations  of  such  distributing  centers  as  Louisville,  Nashville,  etc., 
with  the  surrounding  country. 

While  the  competition  between  the  rail  lines  and  water  lines  has  materially  reduced 
the  rates  of  transportation  between  these  natural  commercial  centers,  they  have  also  fur¬ 
nished  much  improved  facilities  to  the  intermediate  local  stations  at  greatly  reduced 
cost,  such  intermediate  points  participating  in  any  reduction  in  rates  between  the  com¬ 
petitive  points.  As  an  illustration,  the  rates  from  Louisville  to  Franklin,  Tenn.,  are 
never  greater  than  the  rates  from  Louisville  to  Nashville  plus  the  rates  from  Nashville 
to  Franklin.  The  rates  from  New  York  to  Brownsville,  Tenn.,  are  never  greater  than 
the  rates  from  New  York  to  Memphis  plus  the  rates  from  Memphis  to  Brownsville  ;  so 
that  the  last-named  point  always  receives  the  benefit  of  any  reduction  in  rates  to  Mem¬ 
phis  resulting  from  competition  between  the  all-rail  lines  and  the  water  lines,  between 
the  all-rail  lines  and  all-rail  lines,  and  between  all-rail  lines  and  rail  and  water  lines. 

Rates  between  points  on  this  company’s  lines  and  points  beyond  this  company’s  lines, 
for  the  traffic  of  which  this  company  competes,  and  Savannah,  Charleston,  Port  Royal, 
Brunswick,  Florida  points,  etc.,  are  less  than  to  intermediate  points  to  which  the  dis¬ 
tance  is  shorter,  as  Augusta,  Atlanta,  Macon,  etc.  The  circumstances  and  conditions 
are  dissimilar,  as  the  competition  of  the  water  carriers  and  of  the  rail  and  water  carriers, 
between  the  points  of  shipment  and  Savannah,  Charleston,  etc.,  renders  transportation 
of  less  value  to  the  shipper  or  owner. 

The  practice  of  making  rates  between  points  on  this  company’s  lines  and  local  sta¬ 
tions  on  connecting  lines  greater  than  to  competitive  points  beyond  is  also  in  effect. 
As  an  illustration,  the  rates  from  Louisville  to  some  of  the  stations  on  the  Western  and 
Atlantic  Railroad,  between  Chattanooga  and  Atlanta,  are  greater  on  some  articles  than 
from  Louisville  to  Atlanta,  the  circumstances  and  conditions  being  dissimilar,  traffic  to 
and  from  Atlanta  being  secured  in  competition  with  numerous  competing  lines  and  mar¬ 
kets,  and  the  volume  of  traffic  being  far  greater. 

There  is  another  condition  of  competition  where  rates  are  made  less  for  the  longer  than 
for  the  shorter  distance  over  the  same  line  and  in  the  same  direction,  as  illustrated  by 
the  rates  in  effect  between  Cincinnati,  Ohio,  and  Lexington,  Ky.  The  line  operated  by 
the  Louisville  and  Nashville  Railroad  Company  between  these  points  is  an  indirect  line, 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


305 


the  distance  being  150  miles.  There  are  two  other  all-rail  lines  competing  for  the  traf¬ 
fic  between  the  same  points — one,  the  Kentucky  Central,  distance  99  miles  ;  the  other,  the 
Cincinnati  Southern,  distance  79  miles.  The  rates  submitted  heretofore  between  these 
points  are  the  rates  fixed  by  the  shorter  lines.  The  rates  between  Cincinnati  and  some 
of  the  local  stations  on  the  Louisville  and  Nashville  Railroad  are  greater  on  many  arti¬ 
cles  than  between  Cincinnati  and  Lexington,  and  the  rates  between  Louisville  and  some 
of  the  intermediate  local  stations,  on  many  articles,  are  greater  than  between  Louisville 
and  Lexington.  It  is  believed  that  the  circumstances  and  conditions  are  sufficiently  dis 
similar  to  justify  this  practice. 

The  same  basis  of  adjusting  rates  is  in  effect  and  has  been  in  effect  ever  since  through 
rates  have  been  made  throughout  the  entire  country,  or  at  least  throughout  that  portion 
of  the  country  for  the  traffic  of  which  this  company  competes. 

It  is  believed  that  the  rates  as  set  forth  in  the  tariffs  heretofore  submitted  to  the  Com¬ 
mission  by  this  company  are  in  compliance  with  the  spirit  and  letter  of  the  “  act  to  regu¬ 
late  commerce.”  Should  any  of  the  rates  prove  to  be  not  so  adjusted,  errors  and  omis¬ 
sions  of  that  character  will  be  promptly  corrected  when  ascertained. 

As  a  matter  of  interest  the  following  statement  is  submitted,  showing  the  number  of 
tons,  ton  miles,  revenue,  rate  per  ton  per  mile,  and  percentage  of  revenue  derived  from 
the  transportation  of  property  moved  by  the  Louisville  and  Nashville  Railroad  Company 
over  lines  owned,  leased,  and  operated  to  and  from  local  stations  and  between  competitive 
points,  and  total  during  the  fiscal  year  ended  June,  1886  : 


Tons. 

Ton  miles. 

Revenue. 

Rate  per  ton 
per  mile. 

Percent¬ 

age. 

Local..  . . . 

8,509.152 

1,038,102 

443, 157, 776 
326,554,141 

$6,558,694.54 

3,245,124.43 

1.480 

.994 

66.9 

33.1 

Competitive _ _ 

Total _ _ _  . 

9,547,254 

769, 711,917 

9,803,818.97 

1. 274 

100 

As  the  profit  per  ton  for  transporting  local  traffic  is  greater  than  that  received  for  the 
transportation  of  competitive  traffic,  it  is  estimated  that  not  less  than  80  per  cent  of  the 
net  earnings  accruing  to  the  Louisville  and  Nashville  Railroad  Company  from  the  trans¬ 
portation  of  property  is  derived  from  that  wThich  is  moved  to  and  from  local  stations. 

If  petitioner  is  forced  to  abandon  either  its  competitive  or  its  local  traffic,  self-preser¬ 
vation  will  force  it  to  abandon  the  competitive  traffic,  from  which  so  small  a  proportion 
of  its  net  revenue  is  derived. 

While  the  abandonment  of  its  competitive  traffic  will  inflict  a  loss  upon  petitioner  of 
over  $3,000,000  per  year,  the  loss  to  those  cities  between  which  said  competitive  traffic 
has  heretofore  been  carried  will,  it  is  believed,  be  far  greater.  Petitioner  fears  that  the 
sudden  withdrawal  of  railroad  competition  from  all  of  the  large  commercial  cities  of  the 
South  will  have  a  disastrous  effect  upon  the  commerce  of  that  section,  if  not  upon  the 
commerce  of  the  whole  country. 

All  of  the  railroad  companies  north  of  the  Ohio  River  have  notified  petitioner  in  effect 
that  they  will,  on  April  5,  withdraw  all  through  rates  from  petitioner’s  lines  unless  peti¬ 
tioner  will  agree  to  reduce  its  local  to  its  competitive  rates.  Petitioner  is,  therefore, 
compelled  to  apply  to  this  honorable  Commission  to  be  relieved  from  the  operation  of  the 
fourth  section  of  the  act  of  Congress  entitled  “An  act  to  regulate  commerce”  so  far  as 
the  same  relates  to  the  transportation  of  property  between  competitive  points. 

The  premises  cons'dered,  petitioner  prays  to  be  relieved  from  the  operation  of  said  sec¬ 
tion  of  said  act  by  this  Commission,  and  to  be  authorized  to  charge  less  for  longer  than 
for  shorter  distances  for  the  transportation  of  property  from  Cincinnati,  Ohio,  and  through 
Cincinnati,  Ohio,  from  points  beyond,  to  Frankfort,  Ivy.  ;  Lexington,  Ivy. ;  Louisville, 
Ky. ;  Owensborough,  Ivy.  ;  Henderson,  Ivy.  ;  Evansville,  Ind. ;  Shawneetown,  Ill. ;  East 
Saint  Louis,  Ill.  ;  Saint  Louis,  Mo.  ;  Nashville,  Tenn.  ;  Clarksville,  Tenn.  ;  Memphis, 
Tenn. ;  Birmingham,  Ala.  ;  Montgomery,  A}a.  ;  Selma,  Ala.  ;  Mobile,  Ala. ;  Pensacola, 
Fla.  ;  New  Orleans,  La.  ;  and  from  Newport.  Ivy.,  to  Evansville,  Ind.  :  Shawneetown,  Ill. ; 
East  Saint  Louis,  Ill.  ;  Saint  Louis,  Mo.  ;  Nashville,  Tenn.  ;  Clarksville.  Tenn.  ;  Birming¬ 
ham,  Ala.  ;  Montgomery,  Ala.  ;  Selma,  Ala. ;  Mobile,  Ala.  ;  Pensacola,  Fla.  ;  New  Orleans, 
La.  ;  and  from  Lexington.  Ivy.,  and  through  Lexington,  Ivy.,  from  points  beyond,  to 
Cincinnati,  Ohio ;  Evansville,  Ind.  ;  Shawneetown,  Ill.  ;  East  Saint  Louis,  Ill.  ;  Saint 
Louis,  Mo.;  Nashville,  Tenn.;  Clarksville,  Tenn.  ;  Memphis,  Tenn.;  Birmingham,  Ala.; 


Montgomery,  Ala.  ;  Selma,  Ala. 


Mobile,  Ala.  ;  Pensacola,  Fla.  ;  New  Orleans,  La.  ;  and 
from  points  beyond  Lexington,  not  in  the  State  of  Kentucky,  via  Lexington,  Ivy.,  to 
Newport,  Ivv.  ;  Frankfort,  Ky. ;  Louisville.  Ky.  ;  Owensborough,  Ky.  ;  and  Henderson, 
Ky.  ;  and  from  Frankfort,  Ivy.,  to  Cincinnati,  Ohio ;  Evansville,  Ind. ;  Shawneetown, 
Ill. ;  East  Saint  Louis,  Ill. ;  Saint  Louis,  Mo.  ;  Nashville,  Tenn. ;  Clarksville,  Tenn. ; 
Memphis,  Tenn.  ;  Birmingham,  Ala. ;  Montgomery,  Ala.  ;  Selma,  Ala. ;  Mobile,  Ala. ; 
Pensacola,  Fla.  ;  New  Orleans.  La. ;  and  from  Louisville,  Ivy.,  and  through  Louisville, 
Ky.,  from  points  beyond,  to  Cincinnati,  Ohio.  ;  Evansville,  Ind.  ;  Shawneetown,  Ill.  ; 
East  Saint  Louis,  Ill. ;  Saint  Louis,  Mo. ;  Nashville,  Tenn. ;  Clarksville,  Tenn.  ;  Mem¬ 
phis,  Tenn. ;  Birmingham,  Ala. ;  Montgomery,  Ala. ;  Selma,  Ala.  ;  Mobile,  Ala.  ;  Pensa¬ 
cola.  Fla, ;  New  Orleans,  La.  ;  and  from  points  beyond  Louisville,  Ky.,  not  in  the  State 
of  Kentucky,  via  Louisville,  Ky.,  to  Newport,  Ky.  ;  Lexington,  Ky. ;  Frankfort,  Ky. ; 
Owensborough,  Ky. ;  Henderson,  Ky. ;  and  from  Owensborough,  Ivy.,  and  through 
Owensborough,  Ivv.,  from  points  beyond,  to  Cincinnati,  Ohio  ;  Evansville,  Ind.  ;  Shawnee¬ 
town,  Ill.  ;  East  Saint  Louis,  Ill. ;  Saint  Louis,  Mo. ;  Nashville,  Tenn.  ;  Clarksville,  Tenn. ; 
Memphis,  Tenn. ;  Birmingham,  Ala. ;  Montgomery,  Ala. ;  Selma,  Ala. ;  Mobile,  Ala.  ;  Pen¬ 
sacola,  Fla. ;  New  Orleans,  La.  ,  and  from  points  beyond  Owensborough,  not  in  the  State 
of  Kentucky,  via  Owensborough,  Ivy.,  to  Newport,  Ivy. ;  Frankfort,  Ky. ;  Louisville,  Ky.  ; 
Lexington,  Ky.,  and  Henderson,  Ky. ;  and  from  Henderson,  Ivy.,  and  through  Henderson, 
Ky.,  from  points  beyond,  to  Cincinnati,  Ohio  ;  Shawneetown,  Ill. ;  East  Saint  Louis,  Ill. ; 

S.  Doc.  244,  59-1 - 20 


306 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Saint  Louis,  Mo.  ;  Nashville,  Teim. ;  Clarksville,  Term.  ;  Memphis,  Tenn.  ;  Birmingham, 
Ala.  ;  Montgomery,  Ala.  ;  Selma,  Ala.  ;  Mobile,  Ala. ;  Pensacola.  Fla.  ;  New  Orleans,  La.  ; 
and  from  points  beyond  Henderson,  Ky.,  not  in  the  State  of  Kentucky,  via  Henderson, 
Ky.,  to  Newport.  Ky.  ;  Frankfort,  Ky.  ;  Louisville,  Ky.  ;  Lexington,  Ky.  ;  and  Owens- 
borough,  Ky. ;  and  from  Evansville,  Ind.,  and  through  Evansville,  Ind.,  from  points 
beyond,  to  Cincinnati,  Ohio ;  Newport,  Ky.  ;  Frankfort,  Ky. ;  Louisville,  Ky. ;  Lexing¬ 
ton,  Ky.  ;  Owensborough,  Ky.  ;  Shawneetown,  Ill.  ;  East  Saint  Louis,  Ill.  ;  jSaint  Louis, 
Mo. ;  Nashville.  Tenn.  ;  Clarksville,  Tenn.  ;  Memphis,  Tenn. ;  Birmingham,  Ala. ;  Mont¬ 
gomery,  Ala.  ;  Selma,  Ala.  ;  Mobile,  Ala.  ;  Pensacola,  Fla.  ;  New  Orleans,  La. ;  and  from 
Shawneetown,  Ill.,  to  Cincinnati,  Ohio  ;  Newport,  Ky. ;  Frankfort.  Ky. ;  Louisville,  Ky. ; 
Lexington,  Ky.  ;  Owensborough,  Ky.  ;  Henderson,  Ky.  ;  Evansville,  Ind.  ;  Saint  Louis, 
Mo.  ;  Nashville,  Tenn.  ;  Clarksville,  Tenn.  ;  Memphis,  Tenn.  ;  Birmingham,  Ala. ;  Mont¬ 
gomery,  Ala.  ;  Selma,  Ala.  ;  Mobile,  Ala.  ;  Pensacola,  Fla.  ;  New  Orleans,  La. ;  and  from 
East  Saint  Louis.  Ill.,  and  through  East  Saint  Louis,  Ill.,  from  points  beyond,  to  Cin¬ 
cinnati,  Ohio;  Newport,  Ky.  ;  Frankfort.  Ky.  ;  Louisville,  Ky.;  Lexington,  Ivy.;  Owens¬ 
borough,  Ky. ;  Henderson,  Ky.  ;  Evansvilie,  Ind.  ;  Nashville,  Tenn.  ;  Clarksville,  Tenn. ; 
Memphis,  Tenn.;  Birmingham,  Ala.;  Montgomery,  Ala.;  Selma,  Ala.;  Mobile,  Ala.; 
Pensacola,  Fla.  ;  New  Orleans,  La.  ;  and  from  Saint  Louis,  Mo.,  and  through  Saint  Louis, 
Mo.,  from  points  beyond,  to  Cincinnati,  Ohio ;  Newport,  Ky. ;  Frankfort,  Ky.  ;  Louis¬ 
ville,  Ky.  ;  Lexington,  Ky.  ;  Owensborough,  Ky.  ;  Henderson,  Ky.  ;  Evansville,  Ind.  ; 
Shawneetown.  Ill.  ;  Nashville,  Tenn.  ;  Clarksville,  Tenn.  ;  Memphis,  Tenn. ;  Birming¬ 
ham,  Ala.  ;  Montgomery,  Ala.  ;  Selma,  Ala.  ;  Mobile,  Ala.  ;  Pensacola,  Fla.  ;  New  Or¬ 
leans,  La.  ;  and  from  Nashville,  Tenn.,  and  through  Nashville,  Tenn.,  from  points  be¬ 
yond,  to  Cincinnati,  Ohio  ;  Newport,  Ky.  ;  Frankfort,  Ky.  ;  Louisville,  Ky.  ;  Lexington, 
Ivy.  ;  Owensborough,  Ky.  ;  Henderson,  Ivy. ;  Evansville*,  Ind. ;  Shawneetown.  Ill.  ;  East 
Saint  Louis,  Ill.  ;  Saint  Louis,  Mo.  ;  Birmingham,  Ala. ;  Montgomery,  Ala.  ;  Selma,  Ala. ; 
Mobile,  Ala.  ;  Pensacola,  Fla.  ;  and  from  points  beyond  Nashville,  not  in  the  State  of 
Tennessee,  via  Nashville,  Tenn.,  to  Clarksville,  Tenn.,  and  Memphis,  Tenn.  ;  and  from 
Clarksville,  Tenn.,  and  through  Clarksville,  Tenn.,  from  points  beyond,  to  Cincinnati, 
Ohio  ;  Newport.  Ky.  ;  Frankfort,  Ky.  ;  Louisville,  Ky.  ;  Lexington,  Ky.  ;  Owensborough, 
Ivy.  ;  Henderson,  Ky.  ;  Evansville,  Ind.  ;  Shawneetown,  Ill.  ;  East  Saint  Louis,  Ill. ; 
Saint  Louis,  Mo.  :»  Birmingham,  Ala. ;  Montgomery,  Ala.  ;  Selma,  Ala.  ;  Mobile,  Ala. ; 
Pensacola,  Fla.  ;  New  Orleans,  La.  ;  and  from  points  beyond  Clarksville,  Tenn.,  not  in 
the  State  of  Tennessee,  via  Clarksville  to  Memphis,  Tenn.,  and  Nashville,  Tenn.  ;  and 
from  Memphis,  Tenn.,  and  through  Memphis,  Tenn.,  from  points  beyond,  to  Cincinnati, 
Ohio  ;  Newport,  Ky. ;  Frankfort,  Ivy.  ;  Louisville,  Ky.  ;  Lexington,  Ky. ;  Owensborough,  Ivy. ; 
Henderson,  Ky.  ;  Evansville,  Ind.  ;  Shawneetown,  Ill.  ;  East  Saint  Louis,  Ill.  ;  Saint  Louis, 
Mo.  ;  Birmingham,  Ala.  ;  Montgomery,  Ala.  ;  Selma,  Ala. ;  Mobile,  Ala. ;  Pensacola,  Fla.  ; 
New  Orleans,  La.  ;  and  from  points  beyond  Memphis,  Tenn.,  not  in  the  State  of  Tennessee, 
via  Memphis,  Tenn.,  to  Clarksville,  Tenn.,  and  Nashville,  Tenn.  ;  from  Birmingham,  Ala.  ; 
and  through  Birmingham,  Ala.,  from  points  beyond,  to  Cincinnati,  Ohio  ;  Newport,  Ky.  ; 
Frankfort,  Ky.  ;  Louisville,  Ky.  ;  Lexington,  Ky.  ;  Owensborough,  Ky.  ;  Henderson,  Ky.  ; 
Evansville,  Ind. ;  Shawneetown,  Ill.  ;  East  Saint  Louis,  Ill.  ;  Saint  Louis,  Mo. ;  Nashville, 
Tenn.  ;  Clarksville,  Tenn.  ;  Pensacola,  Fla. ;  New  Orleans,  La.  ;  and  from  points  beyond 
Birmingham,  Ala.,  not  in  the  State  of  Alabama,  via  Birmingham,  to  Montgomery,  Ala., 
Selma,  Ala.  ;  Mobile,  Ala.  ;  and  from  Montgomery,  Ala.,  and  through  Montgomery,  Ala., 
from  points  beyond,  to  Cincinnati,  Ohio  ;  Newport,  Ky.  ;  Frankfort,  Ky.  ;  Louisville,  Ky. ; 

I  exington,  Ky.  ;  Owensborough,  Ky.  ;  Henderson.  Ky.  ;  Evansville,  Ind.  ;  Shawneetown, 
Ill.  ;  East  Saint  Louis,  Ill.  ;  Saint  Louis,  Mo.  ;  Nashville,  Tenn. ;  Clarksville,  Tenn. ; 

Pensacola,  Fla.  ;  New  Orleans,  La.  ;  and  from  points  beyond  Montgomery,  Ala.,  not  in 

the  State  of  Alabama,  via  Montgomery,  to  Birmingham,  Ala.  ;  Selma,  Ala.,  and  Mobile, 
Ala.  ;  and  from  Mobile,  Ala.,  and  through  Mobile,  Ala.,  from  points  beyond,  to  Cincin¬ 
nati,  Ohio  ;  Newport,  Ky.  ;  Frankfort,  Ky.  ;  Louisville,  Ky. ;  Lexington,  Ky.  ;  Owensbor¬ 
ough,  Ivy. ;  Henderson,  Ky.  ;  Evansville,  Ind. ;  Shawneetown,  Ill. ;  East  Saint  Louis, 
Ill.;  Saint  Louis,  Mo.;  Nashville,  Tenn.;  Clarksville,  Tenn.;  Memphis,  Tenn.;  Pensa¬ 
cola,  Fla. ;  New  Orleans,  La.  ;  and  from  points  beyond  Mobile,  Ala.,  not  in  the  State  of 

Alabama,  via  Mobile,  to  Montgomery,  Ala.  ;  Selma,  Ala.,  and  Birmingham,  Ala. ;  and 
from  Pensacola,  Fla.,  and  through  Pensacola,  Fla.,  from  points  beyond,  to  Cincinnati, 
Ohio ;  Newport,  Ky.  ;  Frankfort,  Ky. ;  Louisville,  Ky.  ;  Owensborough,  Ky.  ;  Henderson, 

Ky. ;  Evansville,  Ind.  ;  Shawneetown,  Ill.  ;  East  Saint  Louis,  Ill.  ;  Saint  Louis,  Mo. ; 

Nashville,  Tenn.  ;  Clarksville,  Tenn.  ;  Memphis,  Tenn. ;  Birmingham,  Ala.  ;  Montgomery, 
Ala.  ;  Selma,  Ala.  ;  Mobile,  Ala. ;  New  Orleans,  La. ;  and  from  New  Orleans,  La.,  and 
through  New  Orleans,  La.,  from  points  beyond,  to  Cincinnati,  Ohio ;  Newport,  Ky. ; 
Frankfort,  Ky. ;  Louisville,  Ky. ;  Lexington,  Ky. ;  Owensborough,  Ky.  ;  Henderson,  Ky. ; 
Evansville,  Ind.  :  Shawneetown,  Ill.  ;  East  Saint  Louis,  Ill.  ;  Saint  Louis,  Mo.  ;  Nashville, 
Tenn.  ;  Clarksville,  Tenn.  ;  Memphis,  Tenn.  ;  Birmingham,  Ala. ;  Montgomery,  Ala. ; 
Selma.  Ala.  ;  Mobile,  Ala.  ;  Pesacola.  Fla.  ;  to  an  extent  that  will  enable  the  Louisville 
and  Nashville  Railroad  Company  and  connecting  lines  to  make  such  rates  between  the 

points  of  shipment  and  the  points  of  destination  on  property  that  may  be  transported 

as  competition  may  render  necessary  ;  and  petitioner  prays  for  all  such  other  and  further 
relief  as  it  may  be  entitled  to,  as  in  duty  bound  it  will  ever  pray. 

Ed.  Baxter, 
Solicitor  for  Petitioner. 

District  of  Columbia,  Washington  City: 

Personally  appeared  before  me,  -  — - - ,  a  notary  pubilc,  duly  commissioned 

and  qualified  in  and  for  the  District  aforesaid,  Milton  II.  Smith,  with  whom  I  am  per¬ 
sonally  acquainted  and  whom  I  know  to  be  vice-president  of  the  Louisville  and  Nash¬ 
ville  Railroad  Company,  the  above  named  petitioner,  and  who  made  oath  in  due  form 
of  law  that  the  facts  stated  in  the  foregoing  petition,  as  of  petitioner’s  own  knowledge 
are  true,  and  that  those  stated  upon  information  and  belief  he  believes  to  be  true. 


Sworn  to  and  subscribed  before  me  this - day  of  April,  1887. 


Notary  Public. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


307 


Extracts  from  argument  of  E.  B.  Stahlman,  in  support  of  application  of  Louisville  and 
Nashville  Railroad  Company  for  relief  from  the  operations  of  the  fourth  section  of  the 
act  to  regulate  commerce. 


Washington,  D.  C\,  Submitted  May  27,  1887. 

Mr.  Chairman  and  Gentlemen  : 

The  application  of  the  Louisville  and  Nashville  Railroad  Company  for  relief  from  the 
operations  of  the  fourth  section  of  the  act  known  as  “An  act  to  regulate  commerce  ”  quite 
clearly  and  specifically  sets  forth  the  territory  in  the  transportation  of  property  to  and 
from  which  relief  is  sought. 

Concisely  put,  this  application  embraces  transportation  of  property  to,  from,  and 
through  the  following  points,  to  wit  : 

Cincinnati,  Ohio ;  Newport,  Kv.  ;  Lexington.  Ky.  ;  Frankfort.  Ivy.  ;  Louisville,  Ky. ; 
Owensborough,  Ivy.;  Henderson,  Ky. ;  Saint  "Louis.  Mo. ;  East  Saint  Louis,  Ill.;  Shawnee- 
town.  Ill.  ;  Evansville,  Ind. ;  Clarksville,  Tenn.  ;  Nashville,  Tenn.  ;  Memphis,  Tenn.  ;  Bir¬ 
mingham.  Ala. ;  Montgomery,  Ala.  ;  Selma,  Ala.  ;  Mobile,  Ala. ;  Pensacola.  Fla.,  and  New 
Orleans,  La. 

The  transportation  facilities  of  the  Ohio  and  Mississippi  River  cities  and  the  Gulf  ports 
are  so  well  known  that  it  is  not  necessary  to  refer  to  them  except  in  a  general  way. 

OHIO  AND  MISSISSIPPI  RIVER  CITIES. 

The  city  of  Cincinnati,  located  on  the  Ohio  River,  has  the  following  lines  of  steamers 
plying  southward  : 

The  United  States  Mail  Line,  daily  between  Cincinnati  and  Louisville. 

The  Cincinnati  and  Memphis  Packet  Company,  composed  of  six  steamers,  between  Cin¬ 
cinnati  and  Memphis. 

The  Cincinnati  and  New  Orleans  Packet  Company,  composed  of  six  steamers,  between 
Cincinnati  and  New  Orleans. 

In  addition  to  these  regular  lines  there  are  a  number  of  steamers  plying  between  Cin¬ 
cinnati  and  various  points  which  have  no  connection  with  the  lines  named.  It  is  hardly 
necessary  to  say  that  these  lines  and  independent  outside  crafts  afford  active  competi¬ 
tion  to  the  rail  lines  on  all  traffic  to  and  from  Cincinnati  destined  for  important  points 
located  onNthe  Ohio,  Mississippi,  and  tributary  rivers  and  Gulf  ports. 

The  city  of  Newport,  Ivy.,  on  the  opposite"  side  of  the  Ohio  River  from  Cincinnati,  en¬ 
joys  like  advantages. 

The  city  of  Louisville  enjoys  the  same  advantages,  with  the  addition  of  a  line  of  steam¬ 
ers  between  Louisville  and  Henderson,  Ky. 

The  cities  of  Owensborough  and  Henderson,  Ivy.,  have  all  the  benefits  enjoyed  by  the 
city  of  Louisville. 

The  cities  of  Evansville.  Ind.,  and  Shawneetown,  Ill.,  enjoy  like  advantages. 

The  cities  of  East  Saint  Louis,  Ill.,  and  Saint  Louis,  Mo.,  have  water  transportation 
facilities  consisting  of  extensive  lines  of  steamers  and  barges  plying  between  Saint  Louis, 
Memphis,  Vicksburg,  and  New  Orleans. 

The  city  of  Memphis,  Tenn.,  enjoys  like  advantages. 

The  city  of  New  Orleans  has  all  the  benefits  accruing  to  her  location  at  the  mouth  of 
the  Mississippi  River. 

The  cities  of  Pensacola,  Fla.,  and  Mobile,  Ala.,  have  direct  communication  with  steam¬ 
ers  on  the  -Mississippi  River,  both  by  short  rail  haul  and  by  Gulf  steamers  and  schooners 
plying  between  New  Orleans,  Mobile^  and  Pensacola. 

FRANKFORT,  KY. 

The  city  of  Frankfort,  located  on  the  Kentucky  River,  a  navigable  stream,  has  the 
advantage  of  river  navigation  by  steamboats  plying  on  that  river  between  Frankfort  and 
Carrollton,  connecting  at  that  point  with  the  Ohio  River  steamers  in  both  directions. 
$762,500  has  been  appropriated  by  Congress  for  the  improvement  of  the  Kentucky  River. 

The  Louisville,  Cincinnati  and  Lexington  Railroad,  now  a  .part  of  the  Louisville  and 
Nashville  system,  extending  from  Frankfort  to  Cincinnati,  a  distance  of  122  miles,  and 
from  Frankfort  to  Louisville,  a  distance  of  60  miles,  was  completed  in  1869.  The  steam¬ 
boats  on  the  Kentucky  River  absolutely  control  the  rates  on  traffic  to  and  from  Frank¬ 
fort. 

This  city  has  contributed  a  large  sum  of  money  for  the  construction  of  this  railroad, 
and  to  compel  the  road  to  withdraw  from  competition  for  the  traffic  to  and  from  Frank¬ 
fort  would  in  a  large  measure  deprive  that  city  of  the  benefits  which  she  hoped  to  derive 
from  the  construction  of  the  line,  and  entail*  a  loss  upon  the  Louisville  and  Nashville 
Company  to  the  extent  of  the  revenue  arising  from  such  traffic. 

NASHVILLE,  TENN. 

This  city  is  located  on  the  Cumberland  River,  a  stream  which  is  navigable  for  nine 
months  in  the  year  with  steamers  of  four  to  eight  hundred  tons  capacity,  plying  between 
Nashville,  Evansville,  Cairo,  and  connecting  at  the  latter  point  with  the  Ohio  and  Mis¬ 
sissippi  River  steamers,  also  with  the  rail  lines  centering  at  Cairo  and  Evansville.  She 
also  has  a  line  of  boats  on  the  Upper  Cumberland  River,  connecting  at  Port  Burnside 
with  the  Cincinnati,  New  Orleans  and  Texas  Pacific  Railroad. 

The  city  of  Nashville  was  a  commercial  distributing  center  for  a  large  territory,  and 
furnished  a  market  for  the  produce  of  that  territory  for  many  years  before  any  railroads 
were  constructed.  There  were  large  wholesale  jobbing  houses  at  Nashville,  and  quite 
large  fortunes  were  made  for  that  day  and  time  in  the  jobbing  trade  of  that  city.  The 
county,  municipality,  and  the  citizens  subscribed  large  sums  of  money  for  the  construc¬ 
tion  of  the  railroads  which  centered  at  that  point. 

The  first  railroad  built  was  the  Nashville  and  Chattanooga,  extending  from  Chatta¬ 
nooga  to  Nashville,  completed  in  1854.  The  second,  the  Louisville  and  Nashville,  extend¬ 
ing  from  Louisville  to  Nashville,  completed  in  1859. 

The  third,  the  Nashville  and  Northwestern,  extending  from  Hickman,  Ky.,  on  the 
Mississippi  River,  to  Nashville,  completed  in  1869. 

The  fourth,  the  Tennessee  and  Pacific,  extending  from  Lebanon,  Tenn.,  to  Nashville, 
completed  in  1870. 


308 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  fifth,  the  Edgefield  and  Kentucky,  now  known  as  the  Henderson  division  of  the 
Louisville  and  Nashville  system,  extending  from  Evansville,  Ind.,  to  Nashville,  com¬ 
pleted  in  1872. 

As  unreasonable  as  it  may  seem,  there  are  persons  residing  in  Nashville  to-day  who 
claim  that  the  city  would  have  fared  better  if  no  railroads  had  ever  been  built,  and  that 
Nashville  was  more  prosperous  before  she  had  any  railroads  than  she  is  now.  I  do  not, 
of  course,  concur  in  this  view  of  the  case,  but  I  am  free  to  say,  located  as  the  city  is  on  a 
navigable  stream,  that  she  enjoyed  advantages  relatively  as  great  before  railroads  were 
constructed  as  she  has  enjoyed  since,  and  that  local  and  intermediate  points  through  the 
State  of  Tennessee  reached  by  the  different  railroads  of  the-  State  have  been  more  bene¬ 
fited  relatively  by  railroad  construction  than  the  city  of  Nashville.  In  this  view  of  the 
case,  I  submit  if  it  would  be  fair  to  enforce  an  adjustment  of  rates  which  would  practically 
deprive  the  city  of  Nashville  of  the  natural  advantages  she  possesses.  In  other  words, 
would  it  not  be  eminently  unjust  to  take  from  her  the  advantages  which  nature  has 
bestowed,  and  by  artificial  means,  at  the  expense  of  persons  who  invested  their  money  in 
railroad  enterprises,  transfer  them  to  other  less  favored  localities? 

CLARKSVILLE,  TENN. 

This  city  is  located  on  the  Cumberland  River,  and  has  the  advantage  of  two  lines  of 
steamers  plying  between  Clarksville  and  Cairo  and  Evansville,  connecting  at  those  points 
with  Ohio  and  Mississippi  River  steamboats,  as  well  as  rail  lines  centering  at  Cairo  and 
Evansville.  For  many  years  Clarksville  has  been  a  commercial  and  distributing  center. 
The  city  ranks  as  the  second  largest  leaf-tobafcco  market  in  the  United  States.  There  are 
a  number  of  jobbing  houses  in  the  city  representing  various  branches  of  trade. 

The  people  of  Clarksville  subscribed  about  a  half  million  dollars  to  secure  railroad 
facilities.  The  Memphis,  Clarksville  and  Louisville  Railroad,  now  a  part  of  the  Louis¬ 
ville  and  Nashville  system,  was  chartered  in  1852  and  completed  in  1860. 

A  road  is  being  constructed  from  Clarksville  to  Princeton,  Ivy.,  connecting  at  Frinceton 
with  the  Newport  News  and  Mississippi  Valley  system,  which  will  be  completed  in  a  few 
months.  The  Cumberland  River,  navigable  the  year  round  up  to  Clarksville,  is  the  factor 
in  the  adjustment  of  rates  to  and  from  that  city.  The  testimony  of  T.  G.  llyman,  F.  P. 
Gracey,  and  M.  H.  Clark  abundantly  shows  that  the  Cumberland  River  fixes  the  rates 
to  and  from  Clarksville. 

The  people  of  that  city  had  excellent  transportation  facilities  before  any  railroads  were 
built.  The  rates  of  transportation  to  and  from  Clarksville  by  rail  can  not  be  advanced 
without  transferring  the  city’s  large  business  to  the  river  lines.  Nature  has  done  much 
for  the  city,  which  Congress  has  materially  aided  by  appropriations  aggregating  $803,000 
for  the  improvement  of  the  Cumberland  River.  The  rail  lines  have  not  made  Clarks¬ 
ville  a  commercial  center  ;  they  accepted  the  situation  as  they  found  it,  which  they  could 
not  have  ignored  if  they  would.  As  the  leaf-tobacco  traffic  from  intermediate  stations  is 
very  large,  the  Louisville  and  Nashville  can  not  afford  to  reduce  its  local  rates  to  corie- 
spond  with  rates  fixed  by  water  transportation  from  Clarksville. 

MONTGOMERY,  ALA. 

The  city  of  Montgomery  is  located  on  the  Alabama  River,  a  navigable  stream.  Con¬ 
gress  has  appropriated  $145,000  for  the  purpose  of  facilitating  navigation  on  this  river. 
Like  all  other  points  similarly  situated,  this  city  was  a  commercial  trade  center  before 
railroads  were  built. 

The  first  railroad  built  into  this  city  was  the  Montgomery  and  West  Point,  extending 
from  Montgomery  to  West  Point,  Ga.,  completed  in  1854. 

The  second,  the  Mobile  and  Montgomery,  extending  from  Montgomery  to  Mobile,  com¬ 
pleted  in  1868. 

The  third,  the  Western,  of  Alabama,  extending  from  Selma  to  Montgomery,,  completed 
in  1870. 

The  fourth,  the  Montgomery  and  Eufaula,  now  a  part  of  the  Central  of  Georgia  system, 
extending  from  Montgo'mery  to  Eufaula,  Ala.,  completed  in  1870. 

The  fifth,  the  South  and  North,  of  Alabama,  extending  from  Montgomery  to  Decatur, 
Ala.,  completed  by  the  Louisville  and  Nashville  Company  in  1872. 

The  sixth,  the  Montgomery  and  Florida,  projected  to  run  from  Montgomery  to  Rut¬ 
ledge,  Ala.,  a  distance  of  50  miles;  20  miles  completed  in  1882. 

This  city  has  had  accorded  to  it  such  rates  of  transportation  as  her  geographical  loca¬ 
tion  and  river  transportation  advantages  clearly  demanded. 

Although  this  has  given  to  Montgomery  rates  considerably  less  than  those  enjoyed  by 
intermediate  points,  the  business  interests  of  that  city  have  not  been  satisfied,  and  have 
during  the  past  year  organized  a  company  known  as  the  Montgomery  Trade  Company, 
which  company  has  established  a  regular  line  of  steamers  on  the  Alabama  River  to  run 
between  Montgomery  and  Mobile  in  the  interest  of  the  former  city.  This  line  of  steam¬ 
ers  is  run  independent  of  the  line  which  has  been  occupying  the  river  for  many  years,  and 
has  added  very  considerably  to  the  competitive  force  at  Montgomery.  The  testimony  in 
the  investigation  throughout  shows  that  western  produce  and  merchandise  of  all  kinds 
is  going  into  Montgomery  by  river  at  less  rates  than  those  fixed  by  the  all-rail  lines. 

SELMA,  ALA. 

The  city  of  Selma  is  located  on  the  Alabama  River,  and  was  also  a  commercial  trade 
center  before  any  railroads  were  built. 

The  first  railroad  built  into  this  city  was  the  Selma  and  Meridian,  now  a  part  of  the 
East  Tennessee,  Virginia  and  Georgia  system,  extending  from  Selma  to  Meridian,  Miss., 
completed  in  1859. 

The  second,  the  New  Orleans  and  Selma,  projected  to  run  from  Selma  to  New  Orleans, 
completed  for  20  miles  in  1869. 

The  third,  the  Western  Railroad  of  Alabama,  extending  from  Selma  to  Montgomery, 
completed  in  1870. 

The  fourth,  the  Selma,  Rome  and  Dalton,  also  now  a  part  of  the  East  Tennessee,  Vir¬ 
ginia  and  Georgia  system,  extending  from  Selma  to  Dalton,  completed  in  1870. 

The  fifth,  the  Pensacola  and  Selma,  now  a  part  of  the  Louisville  and  Nashville  system, 
extending  from  Selma  to  Pineapple,  completed  in  1881. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


309 


The  sixth,  the  Cincinnati,  Selma  and  Mobile,  extending  from  Selma  to  Akron,  a  point 
on  the  Cincinnati,  New  Orleans  and  Texas  Pacific  road,  completed  to  Greensboro  in 
1872,  and  to  Akron,  71  miles,  in  1882. 

The  city  has  also  had  accorded  to  it  such  competitive  rates  as  were  forced  upon  the  rail 
lines  by  its  advantageous  location  on  the  Alabama  River,  and,  like  the  city  of  Montgom¬ 
ery,  her  merchants  have  been  asking  additional  concessions,  and  with  a  view  to  securing 
them  have  also  formed  an  organization  known  as  the  “  Selma  Trade  Company,”  which 
company  has  put  on  steamers  between  Selma  and  Mobile  and  thus  added  to  the  competi¬ 
tive  forces  with  which  the  rail  lines  are  obliged  to  contend. 

LEXINGTON,  KY. 

The  city  of  Lexington  is  located  in  the  center  of  the  blue-grass  region  of  Kentucky. 
While  it  has  no  direct  water  competition,  this  city  is  known  to  have  been  a  commercial 
distributing  center  for  a  large  section  of  Kentucky,  which  it  is  serving  to-day. 

The  first  railroad  built  into  Lexington  was  constructed  at  the  expense  of  the  people 
of  that  city  in  1832,  extending  from  Lexington  to  Frankfort,  Ky.  The  first  locomotive 
run  on  this  line  failed,  after  a  trial  of  about  six  months,  to  satisfactorily  perform  its 
functions.  The  road  w'as  then  operated  with  horses  until  the  latter  part  of  1834,  when 
a  more  serviceable  engine  was  secured,  and  from  that  time  to  the  present  the  road  has 
been  successfully  operated  as  a  steam  railroad. 

The  second  railroad,  the  Kentucky  Central,  extending  from  Lexington  to  Covington, 
Ky.,  opposite  Cincinnati,  a  distance  of  98  miles,  was  completed  in  1856.  The  Maysville 
branch  of  the  Kentucky  Central,  extending  from  Lexington  to  Maysville,  on  the  Ohio 
River,  a  distance  of  60  miles,  was  completed  in  1859. 

The  third,  the  Louisville,  Cincinnati  and  Lexington,  now  a  part  of  the  Louisville  and 
Nashville,  connecting  the  Lexington  and  Frankfort  road  with  a  direct  line  to  Louisville, 
94  miles,  and  a  line  to  Cincinnati,  152  miles,  was  completed  in  1869. 

The  fourth,  the  Cincinnati  Southern,  now  Cincinnati,  New  Orleans  and  Texas  Pacific, 
extending  from  Lexington  to  Cincinnati,  79  miles,  was  completed  in  1877,  and  the  line 
Lexington  to  Chattanooga,  distance  257  miles,  was  completed  in  1880. 

A  remarkable  fact  developed  in  the  testimony  is  that  the  city  of  Lexington,  Ky.,  sold 
sugar  and  coffee  to  Cincinnati  in  early  years.  Lexington  was  a  distributing  point  not 
only  for  central  Kentucky,  hut  reached  out  to  Ohio  River  points. 

Before  the  canal  was  constructed  around  the  falls  at  Louisville  steamers  could  only  go 
up  to  Louisville,  and  there  being  no  wagon  roads  around  the  falls,  the  traffic  for  points 
above  Louisville,  it  is  said,  was  wagoned  through  Kentucky  by  way  of  Lexington,  which 
made  Lexington  a  distributing  center  before  Cincinnati  had  acquired  any  importance.  Of 
course  the  people  of  Lexington  feel  proud  of  this  fact.  They  have  not  grown  as  much  as 
Cincinnati,  but  they  feel  proud  of  the  fact  that  they  once  sold  goods  to  Cincinnati.  As 
shown  by  the  testimony  of  Mr.  Le  Compt,  at  Memphis,  the  citizens  of  Lexington  con¬ 
tributed  over  $1,000,000  to  secure  railroad  facilities. 

The  question  is,  Should  they  and  can  they  be  deprived  of  them?  I  insist  that  they 
should  not,  and  I  will  undertake  to  show  why  they  can  not. 

The  traffic  from  Louisville  to  Lexington  being  within  the  State  of  Kentucky,  is  not 
subject  to  the  interstate-commerce  act.  Traffic  from  Cincinnati,  Ohio,  to  Lexington,  Ky., 
is  subject  to  the  act.  The  rates,  therefore,  can  be  so  adjusted  between  Louisville  and 
Lexington  as  to  practically  force  the  trade  of  Lexington  to  the  city  of  Louisville.  Of 
course  the  lines  leading  from  Cincinnati  will  not  assent  to  such  an  arrangement,  and  all 
they  will  have  to  do  to  hold  their  traffic  will  be  to  establish  receiving  and  delivering 
depots  for  Lexington  business  on  the  Kentucky  side  of  the  river.  The  Kentucky  Central 
road  does  not  enter  Cincinnati,  and  receives  its  Cincinnati  freight  at  Newport  anyway. 
The  Cincinnati,  New  Orleans  and  Texas  Pacific  Company  at  present  receives  its  Lexington 
freight  at  Cincinnati.  It  may,  and  doubtless  would,  determine  to  receive  such  freight  at 
Ludlow,  on  the  Kentucky  side  of  the  river. 

I  am  sure  that  it  will  not  be  claimed  that  the  carters  carrying  freight  between  Cincin¬ 
nati  and  Newport,  and  Newport  and  Ludlow,  are  any  part  of  the  transportation  lines 
within  the  meaning  of  the  act,  and  hence,  so  long  as  the  Kentucky  Central  and  the  Cin¬ 
cinnati,  New  Orleans  and  Texas  Pacific  companies  receive  the  freight  at  Newport  and 
Ludlow,  although  the  parties  shipping  it  may  be  engaged  in  business  at  Cincinnati,  the 
transportation  of  such  property  can  in  no  wise  be  regarded  as  coming  within  the  scope  of 
the  interstate-commerce  act. 

I  have  already  shown  how  the  Louisville  and  Nashville  road,  the  longer  line  between 
Lexington  and  Cincinnati,  would  be  debarred  from  the  privilege  of  participating  in  this 
traffic,  a  result  certainly  never  contemplated  by  the  friends  of  the  act. 

BIRMINGHAM,  ALA. 

This  city  is  perhaps  the  best  known  and  regarded  as  the  most  progressive  city  of  the 
South.  It  has  been  very  appropriately  termed  “  The  Magic  City.”  Its  growth  has  been 
simply  wonderful.  The  first  railroad  built  to  Birmingham  was  the  Alabama  Great  South¬ 
ern,  extending  to  Chattanooga  in  the  northeast  and  to  Meridian  in  the  southwest,  opened 
for  business  in  1871.  . 

The  second  was  the  South  and  North  Railroad  of  Alabama,  opened  for  business  Octo¬ 
ber  1,  1872,  extending  to  Decatur  in  the  north  and  Montgomery  in  the  south,  being  part  of 
the  Louisville  and  Nashville  system,  and  reaching  the  Gulf  ports  of  Mobile.  Pensacola,  and 
New  Orleans  and  the  western  commercial  centers  of  Nashville,  Louisville,  Cincinnati, 
Evansville,  Saint  Louis,  etc. 

The  next  was  the  Georgia  Pacific  Railroad,  extending  to  Atlanta,  Ga.,  in  the  east  and 
Columbus,  Miss.,  in  the  west,  completed  to  Birmingham  in  1882.  The  Kansas  City, 
Memphis  and  Springfield  Railroad  Company  is  building  a  line  from  Memphis,  Tenn.,  to 
Birmingham,  which  will  be  completed  within  the  next  few  months.  The  Birmingham  and 
Sheffield  Railroad  Company  is  building  a  line  from  Sheffield  to  Birmingham,  which  will  be 
completed  within  a  very  short  time.  The  Central  Railroad  system  of  Georgia  is  building 
an  extension  to  Birmingham  to  connect  with  its  system  at  Goodwater.  This  city  com¬ 
petes  in  trade  of  merchandise  and  western  produce  with  the  cities  of  Montgomery,  Selma, 
Chattanooga,  Atlanta,  and  Anniston. 

Birmingham  is  the  center  of  the  great  pig-iron  producing  district  of  the  South.  Pig 
iron,  coal,  bar  iron,  stoves,  and  machinery  represent  the  principal  articles  shipped  from 


310 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


that  city.  It  is  often  necessary  to  make  lower  rates  to  distant  points  than  to  interme¬ 
diate  points.  For  example  :  Fig  iron  from  Birmingham  to  New  York  is  taken  via  Savan¬ 
nah  for  $3.75  per  ton.  Of  this  rate  the  steamers  take  about  $1.50  and  the  rail  lines  to 
Savannah  an  average  of  about  $2.25  per  ton.  There  being  few  points  between  Birming¬ 
ham  and  Savannah  using  pig  iron,  the  roads  to  Savannah  can  without  injury  apply  this 
rate  to  all  intermediate  points,  and  being  a  water  line  between  Savannah  and  New  York, 
there  is  no  intermediate  territory  to  consider. 

The  Chairman.  What  are  your  rates  to  New  York  on  pig  iron,  it  being  $3.75  by  way  of 
Savannah  ? 

Mr.  Stahl  man.  By  rail  it  should  be  about  $4,  insurance  making  the  difference. 

On  this  particular  traffic  we  have  two  classes  of  competition.  First,  the  competition 
by  water  and  rail  lines  through  Savannah,  whose  intermediate  business  will  not  be  affected 
by  the  low  rates  to  New  York  ;  the  other,  the  competition  between  the  Alabama  manu¬ 
facturer  of  iron  and  the  English  manufacturer,  iron  from  England  coming  to  New  York  at 
a  nominal  rate  of  transportation  as  ballast  for  steamers.  Mr.  Bowron's  testimony  shows 
that  this  rate  has  frequently  been  as  low  as  25  cents  per  ton. 

The  Chairman.  But  does  not  that  sometimes  raise  the  question  whether  the  traffic 
should  be  taken  at  all?  There  is  a  question  whether  traffic  should  be  taken  at  all  when 
you  must  take  it  at  such  extremely  low  rates.  Now,  evidently  the  idea  that  existed  in  the 
mind  of  Congress  to  some  extent,  and  in  the  minds  of  the  people  to  a  larger  extent,  has 
been  that  when  you  act  upon  that  principle  so  far  as  to  impose  some  share  of  the^ expense 
or  the  distant  traffic  upon  the  intermediate  traffic,  you  burden  the  local  traffic  in  order 
that  you  might  carry  a  distant  traffic  from  which  you  get  no  profit  at  all. 

Mr.  Stahl  man.  Apprehending  this  feeling  from  the  tendency  of  the  investigation  in 
the  South,  1  brought  out  all  the  facts  relating  to  it  in  Mr.  Culp’s  deposition.  I  want  to 
show  just  what  we  are  doing.  The  impression  prevails  that  the  southern  roads  are  car¬ 
rying  lumber,  coal,  cotton-factory  products,  and  pig  iron  for  the  manufacturers  of  the 
South  at  any  rates  necessary  to  "enable  them  to  sell- — in  fact,  at  rates  which  will  enable 
them  to  cripple  the  manufacturing  industries  of  other  sections.  This  is  a  great  mistake. 
I  have  in  my  hand  Mr.  Culp’s  deposition,  which  is  very  clear  and  full.  It  shows  that 
the  average  rate  ou  pig  iron  from  the  Birmingham  district  to  all  leading  points  in  the 
West  is  $5.12  per  ton  ;  that  the  average  distance  carried  is  075  miles  ;  and  that  the 
rate  per  ton  per  mile  is  7  mills.  From  the  Hocking  Valley  district  to  the  same  points 

the  average  rate  is  $2-54  per  ton  ;  the  average  distance,  360  miles  ;  and  the  rate  per  ton 

per  mile,  7  mills.  From  the  Mahoning  and  Shenango  Valley  districts  to  the  same  points 

the  average  rate  is  $2.40  per  ton  ;  the  average  distance.  389  miles  ;  and  the  rate  per  ton 

per  mile,  6  mills.  From  the  Hanging  Rock  district  to  the  same  points  the  average  rate 
is  $2.39  per  ton.  the  average  distance  is  383  miles,  and  the  rate  per  ton  per  mile,  7  mills. 
Surely  the  iron  manufacturers  of  the  Hocking  Valley,  the  Mahoning  and  Shenango  Valley, 
and  the  Hanging  Rock  districts  have  no  right  to  complain  of  an  average  rate  from  Bir¬ 
mingham  of  $5.12  per  ton  against  $2.54,  $2.40,  and  $2.39  per  ton,  respectively,  while 
the  rate  per  ton  per  mile  from  the  South  is  as  great,  and  in  one  case  greater,  than  from 
the  Pennsylvania  and  Ohio  iron-making  districts !  You  may,  Mr.  Chairman,  compare 
these  rates  with  the  table  furnished  you  from  Birmingham,  and  you  will  see  that  the 
highest  rates  are  to  Minneapolis  and  Saint  Paul,  and  that  they  come  down  as  they  reach 
Louisville,  the  nearest  point. 

Commissioner  Walker.  Louisville  may  be  very  profitable  and  Minneapolis  a  great  loss. 

Mr.  Stahlman.  No.  sir  ;  the  rate  to  Louisville  is  $3.40  per  ton  ;  distance,  394  miles  ; 
8  mills  per  ton  per  mile. 

Commissioner  Walker.  How  many  tons  on  the  car? 

Mr.  Stahlman.  Fifteen,  sometimes  twenty.  The  rate  to  Minneapolis  is  $7.90  per  ton  ; 
distance,  1.071  miles;  7  mills  per  ton  per  mile.  Minneapolis  is  tlie  most  distant  point. 
The  rate  to  Cincinnati  is  $3.65  per  ton  ;  distance,  479  miles  ;  7  mills.  Columbus.  Ohio, 
$4.40  per  ton  ;  599  miles;  7  mills.  Pittsburgh,  Pa.,  $5.25  per  ton  :  792  miles;  0  mills.  At 
Pittsburgh  we  come  in  direct  competition  with  iron  from  the  Pennsylvania  district,  but 
the  Pennsylvania  road  has  given  us  a  rate  to  Pittsburgh. 

I  want  to  remove  from  the  mind  of  the  Commission  the  idea  that  the  southern  roads 
have  deliberately  gone  to  work  to  flood  the  whole  western  country  with  southern  pig 
iron  to  the  detriment  of  the  manufacturers  of  iron  in  other  sections. 

I  take  the  position.  Mr.  Chairman,  that  our  southern  furnaces,  being  considerably  far¬ 
ther  distant  from  the  consuming  markets  than  the  furnaces  in  the  East,  ought  not  to 
be  taxed  in  excess  of  what  other  people  pay,  or  what  would  seem  reasonable.  If  they  are 
paying  from  $2  to  $5  per  ton  more  than  the  other  furnaces  are  paying,  it  is  protection 
enough.  I  do  not  believe  this  law  was  designed  to  protect  the  Lake  Superior  man’s  ore 
bed,  where  he  is  asking  $4  to  $6  per  ton  for  ore,  in  order  to  cripple  the  Alabama  man, 
who  is  willing  to  sell  his  ore  at  75  cents  to  $1  per  ton. 

The  Chairman.  The  real  question  is  between  the  competitive  points,  as  you  call  them, 
and  the  small  points  on  your  road,  and  not  any  question  between  you  and  these  other 
people.  If  you  are  giving  to  these  intermediate  stations  what  are  fair  rates,  and  not 
charging  them  with  any  burdens  on  traffic  to  competing  and  distant  points,  then  there  is 
no  equitable  claim* against  you. 

Mr.  Stahlman.  I  think  that  is  true.  I  do  not  think  it  will  be  claimed  that  we  have 
not  given  to  all  our  points  a  line  of  reasonable  rates.  Our  local  business  is  not  all 
strictly  local  business.  Take  a  certain  class  of  traffic  at  a  local  doiut  on  the  line  of  one 
railroad,  and  the  business  is  more  or  less  affected  by  competition  between  markets  ;  we 
are  obliged  to  recognize  this  fact,  and  adjust  our  rates  accordingly.  We  have  not  fixed 
any  rates  from  Birmingham  ou  either  pig  iron,  bar  iron,  or  iron  products  in  any  form, 
which  are  onerous,  exorbitant,  or  oppressive  to  the  people.  I  say  frankly  that  we  have 
so  adjusted  rates  on  the  line  of  our  road  that  the  people  do  not  feel  oppressed.  I  be¬ 
lieve  the  people  generally  are  satisfied,  and  satisfied  with  our  basis  of  making  rates. 

The  Chairman.  What  is  the  highest  aggregate  charge  on  pig  iron  to  intermediate 
points  between  Birmingham  and  Cincinnati? 

Mr.  Stahlman.  There  is  no  pig  iron  consumed  at  intermediate  points  except  Louisville 
and  Nashville,  that  I  am  aware  of  now.  The  rates  to  those  points  are  lower  than  to 
Cincinnati ;  but  considerable  bar  iron,  stoves,  etc.,  are  manufactured  at  Birmingham,  on 
which  the  rates  to  intermediate  points  are  higher  than  to  Cincinnati. 

The  Chairman.  Then,  so  far  as  pig  iron  is  concerned,  you  have  no  occasion  for  relief. 

Mr.  Stahlman.  So  far  as  pig  iron  is  concerned  we  are  precisely  in  the  same  condition 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


311 


as  the  gentleman  who  appeared  before  you  a  few  days  ago  representing  the  Lake  Shore 
road.  We  have  a  long  line  and  want  permission - 

The  Chairman.  Is  it  only  with  reference  to  New  York,  Boston,  and  Philadelphia  busi¬ 
ness  that  you  ask  relief? 

Mr.  Stahl  man.  So  far  as  I  now  know,  it  is. 

The  Chairman.  Then  that  is  the  only  traffic  that  needs  discussion  here  ;  all  else  is  im¬ 
material. 

Mr.  Stahl.man.  I  was  discussing  it  only  in  connection  with  the  general  business  of 
Birmingham. 

Commissioner  Walker.  That  is  a  matter  for  the  trunk  lines. 

Mr.  Stahl.man.  I  do  not  so  understand  it.  We  have  applied  for  general  relief  on  be¬ 
half  of  the  city  of  Birmingham,  covering  not  only  the  pig  iron,  but  bar  iron,  stoves,  west¬ 
ern  produce,  merchandise,  and  general  business  of  the  city.  So  far  as  relief  on  pig  iron 
to  the  East  is  concerned, *it  will  not  apply  to  any  line  which  does  not  participate  in  the 
relief.  The  idea  seems  to  prevail  that  the  people  of  Birmingham  have  no  cause  for  com¬ 
plaint  ;  they  are  not  in  any  trouble  ;  they  are  not  being  hurt.  The  facts  are,  they  are 

being  hurt,  and  being  hurt  by  the  enforcement  of  the  law  north  of  the  Ohio  River.  It  is 
not  mere  imagination  ;  the  testimony  shows  that  the  lumbermen,  the  cotton-factory  men, 
in  fact,  all  classes  who  have  business  intercourse  with  the  East  and  West,  are  being  seri¬ 
ously  affected  by  the  enforcement  of  the  law. 

The  Chairman.  That  is  a  matter  for.  Congress,  not  for  us. 

Mr.  Stahlman.  I  want  to  show  you  how  our  people  reason  :  “  If  the  roads  north  of 

the  river,  in  complying  with  the  law,  have  advanced  their  rates,  it  stands  to  reason  that 
the  lines  south  of  the  river,  when  they  enforce  the  law,  will  be  obliged  to  advance  then- 
rates  also,  and  this  we  can  not  stand. ”  Upon  that  point  it  seems  to  me,  Mr.  Chairman, 
there  can  be  no  doubt.  You  may  say  to  us,  you  should  reduce  your  rates,  or  you  should 
so  adjust  your  rates  that  they  shall  not  be  higher  to  and  from  intermediate  points  than 
they  are  to  and  from  competing  points.  I  say  to  you,  in  all  frankness  and  candor,  that 
we  can  not  do.  You  may  say,  “  You  ought  to  do  it.”  I  say  that  we  can  not,  unless  we 
are  willing  to  throw  ourselves  right  into  the  jaws  of  bankruptcy.  That  is  a  plain  propo¬ 
sition.  If  we  were  to  fix  our  rates  to  intermediate  points  between  Montgomery  and 
Louisville  on  the  basis  of  our  rates  to  Montgomery,  it  means  ruin.  If  we  were  to  fix  our 
rates  to  intermediate  points  between  Mississippi  River  points  and  Louisville  and  Cincin¬ 
nati  on  the  basis  of  those  rates,  that  means  ruin.  If  we  were  to  withdraw  from  traffic 
at  competitive  points,  it  means  ruin,  unless  we  advanced  our  local  rates  ;  and  if  we  were 
to  advance  our  local  rates  it  means  ruin  to  the  business  interests  of  the  country.  Mr. 
Culp's  evidence  is  very  full  and  explicit  on  these  points.  It  bristles  with  facts  which 
can  not  be  controverted,  and  I  beg  you,  Mr.  Chairman  and  gentlemen,  to  carefully  con¬ 
sider  all  that  this  testimony  implies. 

Take  the  line  from  Birmingham  through  Savannah,  and  there  is  nothing  in  the  act  to 
obstruct  the  movement.  There  is  no  pig  iron  of  any  consequence  consumed  between 
Birmingham  and  Savannah  at  intermediate  points.  Of  course  none  is  consumed  between 
Savannah  and  New  York,  so  that  this  line  can  fix  any  rate  it  pleases  without  affecting 
its  intermediate  business.  This  route  has  fixed  the  rate  from  Birmingham  to  New  York 
at  $3.75  per  ton,  which  is  a  fair  revenue.  We  could  carry  that  business,  and  we  ought 
to  carry  our  share  of  it,  at  least,  by  fixing  a  rate  of  about  $4  per  ton. 

The  Chairman.  How  much  would  that  be  per  mile? 

Mr.  Stahlman.  Something  over  three  mills ;  very  small  to  be  sure.  But  remember, 
as  shown  in  the  testimony,  and  I  have  it  here  in  figures,  that  our  cars  are  going  north¬ 
bound  empty,  and  while  we  have  been  able  to  increase  our  tonnage  north  bound  consid¬ 
erably  by  reason  of  the  development  of  this  iron  industry,  a  large  number  of  our  cars 
are  still  going  back  empty.  The  movement  for  the  last  nine  months  shows  the  excess  of 
empty  cars  moved  north  to  be  : 


Cars. 

Over  the  Nashville  and  Decatur  Division _ 11,  400 

Over  the  Henderson  Division _ 14,  700 

Over  the  Main  Stem _  6,  935 

Over  the  Mobile  and  Montgomery  Division _  9,  040 

Over  the  South  and  North  (Birmingham) _ 15,017 


I  want  to  say,  Mr.  Chairman,  that  while  the  manufacture  of  pig  iron  is  the  basis  of 
all  business  at  Birmingham  it  does  not  by  any  means  cover  the  total  business  of  that 
city.  We  did  not  suppose  that  it  was  the  design  of  the  Commission  to  apply  relief  to 
any  particular  branch  of  business.  The  application  for  relief  was  not  made  in  that 
form,  but  to  cover  the  general  business  of  that  city.  We  desire  very  much  to  have  relief 
on  pig  iron  to  the  end  of  our  line,  and  we*  will  do  the  best  we  can  with  it  beyond 
that.  If  the  New  York  and  Philadelphia  traffic  continues  to  grow  as  it  has  done  for 
some  time,  it  will  be  a  very  serious  question  with  us  ;  but  independent  of  pig  iron  we 
need  relief  on  the  general  business  of  Birmingham.  The  manufacture  of  bar  iron,  spikes, 
rails,  stoves,  and  other  articles  the  product  of  iron  has  grown  to  quite  large  proportions. 

In  supplying  the  southern  coast  with  such  articles  a  lower  rate  is  necessary  to  the  coast 
than  to  intermediate  points  ;  and  in  supplying  the  West  with  such  articles  a  lower  rate 
is  necessary  to  Cincinnati,  Louisville,  and  other  points  to  meet  competition  of  iron  com¬ 
ing  from  the  Pittsburgh  districts  down  the  Ohio  River,  than  is  made  to  intermediate 
points  between  Cincinnati  and  Birmingham  ;  besides,  there  is  a  large  traffic  in  merchan¬ 
dise  from  the  East,  and  grain,  provisions,  etc.,  from  the  West. 

Birmingham,  it  is  true,  is  not  directly  affected  by  water  competition,  but  indirectly  it 
is.  The  towns  of  Florence  and  Sheffield  are  located  on  the  Tennessee  River,  a  stream 
which  is  navigable  the  year  round.  Sheffield  is  about  100  miles  from  Birmingham,  and  a 
railroad  will  be  completed  there  within  a  few  months.  The  Memphis  and  Charleston  and 
Louisville  and  Nashville  via  Decatur  have  a  line  there  now.  The  town  of  Florence  was 
somewhat  of  a  distributing  center  several  years  ago  before  the  Memphis  and  Charleston 
road  felt  the  necessity  of  having  the  western  business  come  over  its  long  line  from  Mem¬ 
phis,  since  which  time  they  have  not  encouraged  business  via  Florence.  The  rail  lines 
from  the  West  being  compelled  to  charge  as  much  to  Birmingham  as  to  .intermediate 
points,  would  make  that  progressive  center  a  local  station.  The  Birmingham  and  Sheffield 
Railroad  will  not  want  anything  better  than  the  opportunity  of  going  in  and  saying  to 
Florence,  “  Now  build  up  your  commercial  center  for  the  supply  of  Alabama  ;  ours  is  an 


312 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


Alabama  road.  You  can  bring  your  supplies  from  the  Ohio  and  Mississippi  rivers.  You 
have  regular  lines  of  steamers  the  year  round.  Bring  it  in  any  quantity  from  Cincin¬ 
nati,  Louisville,  Saint  Louis,  Evansville,  and  Cairo  to  Florence,  and  we  will  give  you 
distributing  facilities  at  Birmingham  and  other  Alabama  points.”  This  is  an  element 
which,  in  our  judgment,  makes  it  necessary  to  give  us  the  right  to  charge  to  and  from  Bir¬ 
mingham  less  rates  than  we  charge  to  and  from  intermediate  points.  It  is  an  element 
over  which  we  have  no  control,  and  over  which  this  interstate  commerce  act  has  no  con¬ 
trol.  These  supplies  are  shipped  from  the  West  to  Florence,  and  Florence  is  made  the 
center  from  which  they  are  reshipped.  The  only  question  is,  whether  they  shall  go 
through  Florence  by  steamboat  line  or  direct  by  rail,  as  heretofore. 

I  have  now,  Mr.  Chairman,  covered  all  the  points  involved  in  the  application  for  relief 
made  on  behalf  of  the  Louisville  and  Nashville  Railroad  Company.  They  are  not  so  nu¬ 
merous  as  would  appear  from  the  form  of  application.  There  are  onlv' twenty,  and  all 
of  these,  except  Lexington,  Ivy.,  and  Birmingham,  Ala.,  are  locjfted  on  navigable  streams, 
favored  with  direct  water  transportation,  which  the  proof  in  the  investigation  clearly 
shows  to  be  the  leading  factor  in  fixing  the  rail  rates  to  and  from  these  points. 

I  desire  to  impress  upon  this  honorable  Commission  another  fact  clearly  established  by 
the  proof,  and  that  is  that  the  Louisville  and  Nashville  Railroad  Company  has  not  been 
engaged  in  the  practice  of  building  up  one  city  or  locality  to  the  detriment  of  another. 
The  proof,  I  aver,  is  overwhelming  that  the  rates  of  transportation  to  and  from  these  sev¬ 
eral  commercial  centers  have  not  been  arbitrarily  fixed  by  the  Louisville  and  Nashville 
Company  in  the  interest  of  any  particular  city,  but  have  been  forced  upon  the  company 
by  circumstances  and  conditions  over  which  it  has  had  no  control.  The  Congress  of  the 
United  States  has  from  time  to  time  appropriated  the  following  sums  for  the  improve¬ 
ment  of  the  following  rivers  : 


The  Kentucky -  $762,  500.  00 

The  Ohio _  3,  341,  562.  91 

The  Mississippi  below  Cairo -  20,  194,  188.  53 

The  Cumberland  and  tributaries -  857,  000.  00 

The  Tennessee  and  tributaries — - -  3,  377,  456.  94 

The  Alabama  and  tributaries _  695,  500.  00 


Total _  29,  228,  208.  38 


These  appropriations  have  served  to  largely  augment  the  competitive  forces  which  the 
Louisville  and  Nashville  Railroad  Company  has  been  unable  to  ignore. 

I  wish  the  law  had  been  framed  so  as  to  prevent  wars  between  transportation  com¬ 
panies.  But  I  do  not  construe  the  law  in  that  way.  So  far  as  the  contests  with  the 
steamboats  are  concerned,  it  has  simply  tied  the  hands  of  the  railroads  in  order  that  the 
steamboats  may  cudgel  them  to  their  heart’s  content.  Mr.  Culp’s  deposition  shows  to 
what  extent  we  have  been  fighting  the  steamboats.  It  is  very  clear  on  this  point.  It 
gives  the  rates  in  detail  in  effect  between  river  points  during  the  past  seven  years  ;  and 
a  careful  scrutiny  of  this  table,  compared  with  the  rates  to  the  interior,  where  there  is  no 
river  competition,  will  show  that  the  rates  by  rail  into  the  interior  have  been  relatively 
reduced  as  much  as  or  more  than  the  rates  between  river  points  during  that  period.  This, 
Mr.  Chairman,  proves  conclusively  that  the  railroads  have  not  forced  the  issue,  and  if 
there  is  any  issue  it  is  due  to  the  steamboat  people  themselves,  who  have  brought  it  on. 
The  railroads  have  had  fights  among  themselves,  and  very  vigorous  fights  at  that ;  but 
the  section  which  I  represent  has  been  comparatively  free  from  such  troubles.  We  have 
had  our  disagreements  and  disturbances,  and  here  and  there  some  friction,  but  as  a  rule 
all  of  our  troubles  have  been  adjusted  without  wars.  We  had  a  little  brush  in  Birming¬ 
ham  with  the  Queen  and  Crescent  route  several  years  ago  to  determine  what  the  rates 
from  Cincinnati  and  Louisville  should  he  to  Birmingham,  which  was  settled  by  arbi¬ 
tration. 

The  Chairman.  Have  the  rates  as  fixed  by  that  arbitration  been  left  so  ever  since? 

Mr.  Stahlman.  Yes,  sir  ;  they  have  not  been  disturbed.  The  disturbing  element  with 
us  in  the  South  all  the  way  through  has  been  that  of  a  relative  adjustment  of  rates.  We 
have  had  our  disagreements,  but,  as  a  rule,  have  been  too  conservative  to  fight  about  it. 
The  Southern  Railway  and  Steamship  Association  was  one  of  the  earliest  organizations 
of  that  kind  created  in  this  country.  Through  it  and  through  similar  appliances  we  have 
been  able  to  adjust  our  trouble,  so  that  we  have  been  comparatively  free  from  wars. 
The  Louisville  and  Nashville  Company,  although  it  traverses  a  vast  territory  and  is  con¬ 
sidered  a  strong  line,  is  not  in  a  position  to  arbitrarily  demand  anything  or  to  fix  an  ar¬ 
bitrary  adjustment  of  rates  to  and  from  any  point.  Although  we  have  a  direct  line 
from  the  West  to  Montgomery,  we  are  not  in  a  position  to  say  that  the  rates  to  and  from 
Montgomery  shall  be  absolutely  fixed  at  a  given  figure.  To  take  that  position  would 
warrant  another  line  in  saying  that  the  rates  to  Atlanta  shall  be  made  a  certain  figure, 
and  still  another  to  sav  that  the  rates  to  Augusta  should  be  a  certain  figure,  and  still 
another  that  the  rates  to  Macon  should  be  a  certain  figure,  and  still  another  that  the 
rates  to  Selma  should  be  a  certain  figure,  and  so  on  through  the  list.  Therefore  the 
lines  directlv  interested  in  the  traffic  to  and  from  these  various  centers  come  together 
and  agree  among  themselves  what  the  rates  shall  be,  and  if  they  can  not  agree  the  ques¬ 
tion  is  submitted  to  arbitration.  This  method,  which  is  undoubtedly  the  best,  has  en¬ 
abled  the  lines  of  the  South  to  avoid  the  rate  wars  so  frequent  between  the  trunk  lines 
of  the  East  and  the  railroads  of  the  West.  I  do  not  mean  to  say  that  the  southern  rail¬ 
road  men  are  more  capable  than  the  railroad  managers  of  the  East  and  West,  but  I  do 
believe  they  are  more  conservative ;  and  I  believe,  furthermore,  they  realize  that  the 
southern  roads  have  no  margins  to  spare ;  that  their  earnings  are  barely  sufficient  to 
meet  the  demands  upon  them,  and  that  they  could  not  afford  to  participate  in  wars  which 
would  result  in  disaster  ;  and  it  is  because  the  southern  roads  have  no  margin  and  can  not 
afford  to  lose  anv  part  of  their  revenue,  that  they  have  appeared  before  this  honorable  Com¬ 
mission  for  relief.  It  is  because  they  can  not  afford  to  reduce  their  local  rates  to  the 
basis  of  their  competitive  rates,  and  because  they  can  not  afford  to  withdraw  from  the 
competitive  business  without  advancing  rates  to  and  from  their  local  points,  and  because 
the  business  interests  of  the  people  can  not  stand  an  advance  of  rates  to  and  from  local 
points  that  they  are  before  you  to-day  pleading  for  relief. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


313 


COMMERCIAL  CENTERS  A  NECESSITY. 

There  are  a  number  of  other  points,  Mr.  Chairman  and  gentleman,  on  behalf  of  which 
applications  for  relief  have  been  made  and  which  are  fully  entitled  to  relief. 

How  these  cities  became  trade  centers  has  been  fully  detailed.  The  majority  of  them 
were  so  situated  before  railroads  were  built  and  the  construction  of  railroads  has  added 
to  their  importance  only  to  the  extent  that  the  railroads  have  developed  the  interior 
country  tributary  to  them.  I  insist,  Mr.  Chairman,  that  no  effort  has  been  made  by  the 
railroads  of  the  South  to  establish  trade  centers  at  the  expense  of  the  interior,  and  that 
the  railroads,  when  they  reached  these  trade  centers,  simply  adjusted  rates  of  transpor¬ 
tation  to  meet  the  existing  condition  of  things.  It  will  not  be  assumed  that  the  rail¬ 
roads  are  not  entitled  to  a  just  and  reasonable  compensation  for  the  transportation  facil¬ 
ities  they  furnish  communities  which  they  are  endeavoring  to  serve.  It  will  not  be 
claimed  that  the  railroads  of  the  South  are  collecting  excessive  rates  of  transportation  on 
the  traffic  moved  to  or  from  interior  local  points  ;  and  it  must  be  conceded  that  railway 
transportation  companies  are  entitled  to  charge  what  the  service  is  worth,  and  that  the 
service  at  a  local  point  is  worth  more  than  at  a  competitive  point.  What  I  mean  is,  that 
at  a  point  where  there  is  no  competition  transportation  is  worth  a  just  and  reasonable 
compensation,  and  at  a  point  where  there  is  competition  between  two  or  more  lines  trans¬ 
portation  is  worth  only  what  it  will  bring,  and  the  more  active  the  competition  the  less 
the  value  of  the  transportation.  The  competitive  forces  with  which  the  railroads  of  the 
South  have  had  to  contend  are  very  extraordinary  as  compared  with  any  other  section  of 
the  United  States.  The  several  States  east  of  the  Mississippi  are  traversed  by  numerous 
rivers,  which  furnished  transportation  facilities  to  the  people  of  the  South  years  before 
any  railroads  were  built,  and  which  have  furnished  competition  to  the  railroads  ever  since 
they  were  constructed. 

Congress  has  appropriated  large  sums  of  money  for  the  improvement  of  these  rivers. 
These  vast  sums,  appropriated  especially  for  the  improvement  of  the  rivers  of  the  South, 
embracing  the  States  of  Kentucky,  Tennessee,  Mississippi,  Alabama,  Georgia,  Florida, 
Virginia,  and  North  and  South  Carolina,  have  improved  the  extraordinary  transportation 
facilities  enjoyed  by  the  commercial  trade  centers  of  the  South,  and  have  largely  aided 
in  diminishing  the  value  of  the  transportation  at  these  centers,  and  have  at  all  times 
fixed  the  limits  of  rates  charged  by  the  rail  lines. 

I  was  much  impressed,  Mr.  Chairman,  with  the  testimony  relating  to  the  business  cus¬ 
tom  of  the  South.  Of  course  I  knew  what  the  custom  was,  but  such  forcible  illustrations 
as  we  had  given  us  at  Atlanta,  Memphis,  and  other  points  only  served  to  impress  upon 
my  mind  the  importance  of  commercial  trade  centers  and  the  great  value  and  conven¬ 
ience  of  such  centers  to  the  masses.  Colonel  Hanson,  of  Macon,  Ga.,  explained  this  to  us 
at  Atlanta.  General  Patterson,  representing  the  Cotton  Exchange  of  Memphis,  explained 
it  to  us  at  Memphis,  and  Mr.  Penzel,  of  Little  Rock,  gave  a  very  clear  explanation.  I 
can  do  no  better  than  to  give  his  testimony  on  the  subject : 

“  One  peculiar  thing,  perhaps,  in  the  Southern  States — I  don’t  know  whether  it  is  so 
in  other  States — the  small  country  dealer  sells  the  consumer  and  is  to  a  large  extent 
dependent,  perhaps,  on  the  merchant  who  does  the  furnishing  business.  These  men  are 
not  able  to  go  abroad,  where  they  have  no  standing  or  credit ;  they  are  confined  to  home 
trade.  If  the  freight  rates  become  so  much  higher  to  any  of  those  trade  centers,  of 
course  the  merchant  computes  the  first  cost  on  the  goods  and  bis  freight.  The  increased 
freight  necessarily  enters  into  the  cost  price,  and  the  small  dealer  and  consumer  naturally 
have  to  pay  more  for  their  supplies,  and  in  consequence  they  suffer  as  well  as  the  trade 
centers  ;  in  other  words,  they  are  taxed  more  than  they  were  taxed  before.” 

Referring  to  the  cotton  trade,  he  said  : 

“  The  producers  or  small  dealers  are  able  to  pay  local  freight  into  Little  Rock,  either 
by  wagon  or  by  railroad,  and  market  their  cotton  there  themselves,  thereby  saving  all 
the  commission,  insurance,  warehouse  charges,  etc.  They  go  in  and  sell  it  and  get  their 
money  for  it  right  away  and  go  off.  If  the  Little  Rock  rate  had  to  be  equally  as  high 
as  the  local  rate  the  people  would  have  to  stand  that  or  ship  to  distant  markets,  where 
they  are  exposed  to  all  the  charges  of  insurance,  commission,  etc.,  and  very  often  exposed 
to  great  inconvenience  by  not  being  able  to  get  their  money.” 

This  is  the  general  custom  of  the  South.  The  principal  products  of  the  soil  in  the 
South  transported  are  leaf  tobacco  and  cotton,  while  the  principal  product  of  the  West 
is  grain  of  all  descriptions.  In  the  West  a  farmer  may  take  a  sample  of  his  wheat,  corn, 
or  other  grain  from  the  field  to  the  nearest  town  and  sell  the  whole  crop  by  that  sample, 
shipping  it  from  his  station  to  any  consuming  market  the  purchaser  may  designate.  No 
such  transaction  would  be  admissible  in  the  cotton  and  tobacco  growing  region.  Every 
bale  of  cotton  grown  is  sampled,  weighed,  and  classified  on  its  own  merits  aud  is  sold 
by  that  sample.  It  is  only  after  it  reaches  a  commercial  center  that  the  cotton  coming 
from  the  interior  in  quantities  to  that  center  is  classed  in  round  lots  of  100  to  1,000  bales 
and  sold  for  shipment  to  consuming  markets.  Such  classification  and  sales  would  be 
impossible  at  local  stations  ;  moreover,  cotton  for  shipment  to  distant  markets  must  be 
compressed  ;  there  is  not  a  sufficient  quantity  at  local  stations  to  warrant  the  erection  of 
compresses,  and  hence,  if  for  no  other  reason,  the  cotton  from  local  stations  must  go  to 
trade  centers.  A  large  number  of  local  points  handle  only  a  few  hundred  bales,  the 
largest  but  five  to  ten  thousand  bales.  A  suitable  compress  can  not  be  erected  and  oper¬ 
ated  at  any  point  at  a  profit  upon  the  investment  where  the  receipts  of  cotton  fall  below 
20,000  bales  per  annum. 

Leaf  tobacco  is  marketed  in  a  like  manner.  The  tobacco  is  gathered  and  put  into  hogs¬ 
heads  by  the  planter  ;  it  is  then  shipped  to  market,  where  the  casings  of  the  hogsheads 
are  removed  and  samples  drawn  from  three  or  four  different  portions  of  the  hogsheads 
by  a  sworn  inspector,  an  officer  created  under  the  laws  of  the  States.  Every  hogshead 
is  sold  on  its  merits  by  each  individual  sample.  In  Tennessee  and  Kentucky  this  sale  is 
made  through  the  medium  of  an  auctioneer,  and  I  think  this  is  also  true  of  Virginia  and 
other  tobacco-growing  States.  A  leaf-tobacco  sale  is  really  an  interesting  sight.  Sales 
in  these  centers,  such  as  Clarksville,  Louisville,  and  Nashville  are  made  usually  every 
day,  the  warehouses  in  each  city  rotating  in  the  sales,  so  that  no  two  houses  sell  at  the 
same  hour  the  same  day.  All  the  buyers  congregate  around  the  one  hogshead  or  sample 
which  is  being  cried  off  by  the  auctioneer,  and  in  this  way  (it  is  quick  work)  from  one 
to  two  thousand  hogsheads  are  sold  in  large  markets  each  day  during  the  busy  season. 
The  buyers  for  Spain,  Italy,  Liverpool,  Bremen,  and  other  consuming  markets  of  course 
congregate  at  those  centers  where  they  can  buy  in  large  quantities,  so  as  to  make  ship- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


314 


merits  in  round  lots  of  one  to  five  hundred  or  a  thousand  hogsheads  each.  They  coulG 
not  he  induced  to  go  to  interior  stations,  where  receipts  are  small. 

Convenient  commercial  centers  are,  therefore,  a  necessity  to  the  cotton  and  tobacco 
trade  of  the  South.  These  products  can  not  be  concentrated  in  any  other  way  so  as  to 
admit  of  satisfactory  sales. 

I  had  the  pleasure  of  traveling  with  an  Arkansas  planter  on  my  way  to  this  city.  His 
views  impressed  me  with  the  importance  of  commercial  centers.  Said  he,  “  We  want  to 
trade  near  home.”  He  lived  a  short  distance  from  Little  Rock,  and  raises  annually 
about  four  hundred  bales  of  cotton — a  pretty  big  plantation  for  that  section.  “  My  dear 
sir,”  said  he,  “  it  would  ruin  me  if  I  had  to  trade  anywhere  else  but  Little  Rock.  I 
want  to  do  business  with  people  I  know  ;  I  want  to  be  sure  that  my  cotton  is  properly 
classified  and  sold  ;  I  don’t  want  to  ship  my  cotton  to  New  York,  New  Orleans,  or  Liver¬ 
pool  ;  I  want  to  place  my  cotton  in  the  hands  of  men  I  know  ;  men  who  will  advance  me 
money  to  make  my  crops  if  I  need  it.  Twenty-five  or  50  cents  a  bale  is  a  small  matter 
to  me  if  I  know  I  am  getting  justice  ;  if  I  know  the  man  with  whom  I  am  trading ;  if 
I  know  he  is  the  right  sort  of  a  man,  and  will  classify  my  cotton  rightly  and  account  to 
me  for  every  dollar.”  These  views  were  expressed  in  a  casual  way,  and  yet  I  am  sure 
they  represent  the  general  views  and  customs  of  the  South. 

It  is  clear,  therefore,  that  any  advance  in  rates  to  and  from  the  commercial  centers 
would  seriously  affect  the  people  residing  at  the  interior  towns.  These  people  pay  local 
rates  to  and  from  such  interior  markets  to  the  centers,  and  any  advance  of  rates  to  and 
from  the  commercial  centers  would  not  only  reduce  the  value  of  the  product  they  sell 
but  increase  the  cost  of  the  supplies  they  purchase. 

SOUTHERN  PORTS  AS  COMPETITORS. 

In  the  further  discussion  of  this  question  it  is  hardly  necessary  for  me  to  refer  at 
length  to  the  commercial  centers  located  on  the  Ohio  and  Mississippi  Rivers  or  to  the 
Gulf  or  South  Atlantic  coast  ports  embraced  in  this  application  for  relief.  Their  ad¬ 
vantages  and  surroundings  are  too  well  known  to  require  any  detailed  argument  from  me. 

Commissioner  Walker.  It  is  rather  curious  that  Savannah,  Charleston,  Mobile,  New 
Orleans,  these  Gulf  ports  to  which  the  southern  roads  make  the  lowest  rates  of  any 
points  on  their  lines,  should  all  of  them  substantially  say  that  they  want  this  law  strictly 
enforced. 

Mr.  Stahlman.  The  people  at  these  ports  believe  that  the  enforcement  of  the  act 
against  the  interior  will  advance  the  rates  from  the  interior  and  preclude  the  shipment 
on  long  rail  hauls  to  and  from  the  East  and  other  distant  markets,  and  therefore  the 
business  which  the  interior  centers  have  been  doing  and  the  cotton  which  they  have 
been  handling  will  naturally  drift  toward  the  ports  on  short  rail  hauls,  or  float,  down  the 
rivers  and  fall  into  their  laps. 

Commissioner  Bragg.  A  man’s  hand  was  never  plainer  to  his  eye  than  that  is. 

Mr.  Stahlman.  One  not  familiar  with  the  business  of  the  South  would  suppose  that 
these  southern  ports  were  of  great  value  to  the  railroad  systems  of  the  South.  They  are 
in  some  respects,  but  in  the  main  they  are  competitors  to  the  railroads.  They  are  not 
to  the  southern  rail  lines  what  the  eastern  ports  are  to  the  trunk  lines.  The  ports  of 
New  York,  Philadelphia,  Baltimore,  and  Boston  are  feeders  to  the  trunk  lines.  They 
do  an  immense  business.  I)o  any  of  these  Gulf  ports  feed  the  Louisville  and  Nashville 
road?  Assuredly  not.  It  is  a  mere  tritie  as  compared  with  the  business  furnished  by 
the  eastern  ports.  The  southern  ports  import  very  little  from  abroad,  so  that  the  south¬ 
ern  roads  realize  but  very  little  traffic  and  revenue  from  that  source.  The  steamships 
entering  the  ports  are  engaged  in  the  carrying  trade  between  the  eastern  ports  and  the 
South  and  through  the  eastern  ports  between  the  West  and  the  South.  It  is  safe  to  say 
00  per  cent  of  all  the  steamers  which  enter  the  southern  harbors  are  competitors  to  the 
rail  lines  instead  of  feeders.  It  is  true  they  furnish  an  outlet  for  the  products  of  the 
South,  but  that  outlet  is  in  the  nature  of  a  competitor  to  all  of  the  interior  southern 
roads.  The  proof  taken  during  the  sittings  of  the  Commission  in  the  South  shows  very 
conclusively  that  a  great  deal  of  the  competition  between  the  South  and  the  East  and  the 
South  and  the  West  is  forced  upon  the  rail  lines  by  vessels  plying  between  the  southern 
and  eastern  ports  at  very  low  rates.  Congress  has,  from  time  to  time,  appropriated 
$5,483,571  .(i2  for  the  improvement  of  these  harbors.  The  railroad  people  have  not  com¬ 
plained,  although  these  appropriations  have  added  very  materially  to  the  competitive 
forces  which  they  have  been  obliged  to  meet.  The  proof  is  clear  that  many  vessels 
entering  the  southern  ports  come  loaded  with  grain  and  other  western  produce  as  ballast, 
and  returning  take  naval  stores,  rosin,  cotton,  etc.,  for  the  East  and  West,  in  competi¬ 
tion  with  the  rail  lines.  But  for  this  strong  competition  we  would  doubtless  be  able  to 
arrange  an  adjustment  of  rates  which  would  appear  more  equitable  to  the  general  public. 
But  if  we  hope  to  do  any  business  between  the  West  and  southern  ports  we  must  take  it 
at  rates  fixed  by  these  competing  lines.  There  is  absolutely  no  escape  from  it.  Of 
course  the  traffic  carried  to  the  ports  works  back  into  the  interior  and  thus  fixes  the  rates 
to  the  interior. 

COMPETITION  FORCED  UPON  RAIL  LINES  BY  NAVIGABLE  RIVERS. 

.  Let  us  now,  Mr.  Chairman,  take  up,  in  a  general  way,  the  competition  which  is  forced 
upon  the  rail  lines  through  the  navigable  rivers.  I  have  already  alluded  to  the  vast  ap¬ 
propriations  made  for  the  improvement  of  rivers  which  furnish  active  competition  to  the 
Louisville  and  Nashville  Railroad.  I  have  had  a  table  carefully  prepared  showing  the 
appropriations  made  for  the  improvement  of  the  rivers  of  the  South  traversed  by  the 
system  of  roads  which  have  applied  to  you  for  relief,  and  the  total  sum,  as  shown  by  this 
table,  is  $41, 919, 149. L'3.  (See  Exhibit  A.)  Now,  I  assume  that  this  vast  sum  of  money 
was  appropriated  for  the  purpose  of  giving  the  people  of  those  States  increased  trans¬ 
portation  facilities  and  the  benefits  of  competition.  I  do  not  believe  these  appropria¬ 
tions  could  have  been  made  for  any  other  purpose.  Would  it  be  right  to  practically  de¬ 
prive  the  people  of  the  competition  which  this  vast  sum  of  money  was  designed  to  give? 
Surely  such  a  thing  could  not  have  been  contemplated  by  the  enactment  of  the  inter¬ 
state-commerce  act ! 

I  have  been  very  much  interested,  and  really  I  may  say  amused,  at  the  course  of  the 
people  representing  the  river  interests  who  have  appeared  before  you  and  have  asked  that 
you  enforce  the  law  against  the  rail  lines.  They  have  come  as  though  they  were  the 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


315 


objects  of  special  favor  ;  as  though  the  law  was  designed  for  their  benefit.  Congress  has 
always  been  so  liberal  in  its  appropriations  to  promote  their  interests  that  they  have 
about  concluded,  no  matter  what  Congress  does,  it  is  especially  designed  to  help  them. 
One  would  suppose  from  their  appeals  and  pleadings  that  they  were  the  embodiment  of 
all  that  is  pure  and  good.  They  dwell  at  great  length  and  with  great  emphasis  on  the 
vices  and  iniquities  of  railway  transportation  lines,  assuming  for  themselves  a  Pharisa¬ 
ical  garb.  They  know  they  have  been  the  especial  wards  of  the  Government,  and  now 
seek  to  become  masters  of  the  situation.  They  appear  as  the  advocates  of  the  people, 
holding  up  their  hands  in  holy  horror  because  the  railroads,  where  circumstances  and  con¬ 
ditions  are  dissimilar,  are  charging  more  for  a  shorter  than  for  a  longer  haul,  adroitly 
concealing  at  the  same  time  their  custom,  which  is  even  more  pernicious — and  I  may  say, 
more  vicious.  I  say  vicious,  Mr.  Chairman,  and  I  will  undertake  to  demonstrate  that 
this  is  true.  Nature  has  furnished  these  people  a  free  right  of  way  and  roadbed.  Con¬ 
gress  has  built  for  them  their  trestles,  bridges,  and  laid  their  track,  and  is  keeping  their 
roadways  and  track  in  repair.  These  great  highways  have  cost  them  nothing.  The  equip¬ 
ment  is  their  only  investment.  It  costs  them  less  to  build  a  steamboat  than  it  does  the 
railroads  to  purchase  equipment  capable  of  moving  the  same  amount  of  tonnage. 

Taking  the  line  between  Cincinnati  and  New  Orleans  as  an  illustration,  we  find — 

Outside  cost  of  steamer,  1,000  tons  capacity _ $40,  000.  00 

Cost  of  railroad  equipment  to  move  same  quantity  : 

Two  engines,  capacity  25  cars  of  20  tons  each _ $20,  000.  00 

Fifty  cars  of  20  tons  each _  25,  000.  00 

-  45,  000.  00 

Does  anyone  for  a  moment  suppose  that  a  railroad  company,  with  an  investment  of 
many  millions  in  its  right  of  way,  roadbed,  bridges,  trestles,  tracks,  etc.,  and  a  sum  be¬ 
sides  for  equipment  equal  to  the  cost  of  a  steamboat,  with  an  enormous  expense  in  keep¬ 
ing  up  the  roadbed,  bridges,  trestles,  tunnels,  etc.,  running  over  steep  grades,  etc.,  can 
live  if  it  were  to  reduce  its  rates  on  intermediate  traffic  to  the  basis  of  rates  established 
in  competition  with  such  a  favored  rival  as  this?  Of  course  not.  And  yet  this  is  what 
these  gentlemen  ask  ;  but  what  they  really  want  is  that  the  law  shall  be  rigidly  enforced 
so  that,  as  a  measure  of  self-preservation,  the  rail  carriers  will  be  compelled  to  abandon 
traffic  in  competition  with  them. 

This  table  and  testimony  shows  that  the  steamboat  lines  on  the  Alabama,  Arkansas, 
Cumberland,  Ohio,  Missouri,  upper  Mississippi,  and  lower  Mississippi  rivers  are  charg¬ 
ing  more  for  the  short  haul  to  intermediate  landings  than  for  the  long  haul  to  terminal 
landings,  and,  on  the  very  day,  while  Mr.  A.  J.  Mossett.  the  representative  of  the  steam¬ 
boat  interest,  was  at  Atlanta  appealing  to  this  honorable  Commission  to  enforce  the  law 
so  as  to  protect  the  people,  his  representative  and  agent  in  Cincinnati  was  exacting  the 
“  pound  of  flesh  ”  by  charging  much  higher  rates  to  all  intermediate  river  points  for  short 
distances  than  to  terminal  points  for  a  much  greater  distance — not  to  intermediate  plan¬ 
tation  landings  alone,  where  they  put  off  an  occasional  box  or  barrel,  but  to  such  impor¬ 
tant  points  as  Friars  Point,  Bayou  Sara,  Columbia,  etc.,  where  the  business  is  large. 

The  railroads,  they  say,  pool  their  issues,  and  combine  to  make  war  on  them.  Steam¬ 
boats  never  pool  their  issues ;  they  never  combine ;  they  never  make  war  on  anyone ! 
Oh,  no,  of  course  not  !  I  suppose.  Mr.  Chairman,  in  the  history  of  combinations  in  pro¬ 
portion  to  the  amount  involved  there  have  been  none  more  formidable,  none  more  selfish 
than  the  combinations  between  water  crafts. 

The  Southern  Transportation  Company,  consisting  of  six  steamers,  representing  the 
line  between  Cincinnati  and  New  Orleans,  of  which  Mr.  Mossett  is  the  accredited  agent, 
is  a  combination  of  steamboats  pure  and  simple.  The  boats  are  all  owned  separately 
and  pool  their  issues  and  combine  to  prevent  competition. 

The  Cincinnati  and  Memphis  Packet  Company,  consisting  of  six  steamers,  is  a  combi¬ 
nation  of  boats  formed  for  a  like  purpose. 

The  Cumberland  River  Packet  Company,  consisting  of  five  steamers,  is  established  on 
the  same  basis.  Look  where  you  may  and  go  where  you  will,  and  you  will  find  these 
organizations,  which  are  nothing  more  nor  less  than  combinations  between  the  different 
1  owners  of  steamboats,  which  pool  their  issues  for  the  purpose  of  avoiding  competition 
and  making  a  united  war  on  such  boats  as  may  not  see  fit  to  enter  these  combinations. 
Even  after  these  several  combinations  are  made  they  divide  their  territory  so  as  to  not 
come  in  conflict  with  each  other.  For  instance,  the  Upper  Cumberland  River  Packet  Com¬ 
pany  will  not  compete  for  traffic  in  the  lower  Cumberland,  and  the  Lower  Cumberland 
Packet  Company  will  not  compete  for  traffic  in  the  upper  Cumberland,  and  the  two  will 
i  interchange  traffic  with  each  other,  but  will  not  interchange  traffic  with  any  independent 
|  or  outside  steamers. 

The  Southern  Transportation  Company  and  the  Cincinnati  and  Memphis  Packet  Com¬ 
pany  will  not  compete  with  the  United  States  Mail  Line  for  traffic  between  Louisville  and 
i  Cincinnati,  and  the  United  States  Mail  Line  in  turn  declines  to  compete  for  traffic  des¬ 
tined  to  points  on  the  river  below  Louisville.  The  Cincinnati  and  Memphis  Packet 
i  Company  will  not  compete  with  the  Southern  Transportation  Company  for  traffic  on 
i  the  river  between  Memphis  and  New  Orleans,  and  the  Southern  Transportation  Com- 
l  pany  in  turn  will  not  compete  for  traffic  on  the  river  between  Cincinnati  and  Memphis. 
I  The  same  is  true  of  the  steamers  on  the  Mississippi  above  Cairo.  All  these  interests 
agree  among  themselves  to  protect  each  other’s  territory,  and  ail  of  them  refuse  to  inter¬ 
change  traffic  with  outside  steamboats. 

But  this  is  not  ail.  When  an  outside  boat  makes  its  appearance  in  the  trade  between 
any  particular  points,  it  is  the  custom  of  these  combinations  to  select  a  particular  boat, 
Si  commonly  called  “  a  raider,”  which  is  to  follow  in  the  wake  of  the  independent  boat,  or 
A  rather  move  with  the  movements  of  the  independent  boat,  starting  from  the  terminal 
.  point  on  the  same  day  and  at  the  same  hour,  landing  at  the  same  points  at  the  same 
time,  cutting  the  rates  and  keeping  up  the  raid  until  the  independent  boat  is  vanquished 
^  or  falls  into  line  by  joining  the  combination.  This  is  the  general  practice  on  all  of  the 
navigable  rivers,  and  yet  these  gentlemen,  representing  these  combinations,  appear  before 
this  honorable  Commission  in  robes  of  white,  innocent  apparently  as  babes,  pleading  for 
the  enforcement  of  the  act  to  the  end  that  rail  competition  may  be  removed  and  they  be 
allowed  to  advance  the  rates  and  indulge  to  a  greater  extent  in  their  nefarious  practices. 


316 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


CONGRESS  DID  NOT  INTEND  TO  ENFORCE  THE  ACT  IN  COMPETITION  WITH  WATER  CARRIERS. 

Can  it  be  that  Congress  intended  to  enforce  the  act  against  rail  carriers  and  promote 
this  state  of  things  on  the  navigable  rivers?  I  can  not  believe  it.  The  article  of  the 
Constitution  which  gave  to  Congress  the  right  to  regulate  commerce  with  foreign  nations 
and  among  the  several  States  certainly  never  contemplated  anything  of  this  kind.  The 
right  to  regulate  commerce  with  foreign  nations  was  designed  to  regulate  the  duties  on 
imports  and  exports.  The  right  to  regulate  commerce  among  the  several  States.  1  believe, 
was  designed  for  a  like  purpose.  In  other  words,  designed  to  prevent  either  of  the  sev¬ 
eral  States  from  levying  duties  on  imports  or  exposts  passing  from  one  State  to  another. 
I  do  not  believe  it  was  designed  to  regulate  rates  of  transportation.  But,  assuming  that 
the  right  to  regulate  commerce  among  the  several  States  carried  with  it  the  right  to  regu¬ 
late  rates  of  transportation,  the  framers  of  the  Constitution  could  not  have  had  in  view 
the  regulation  of  transportation  by  railroads.  When  the  Constitution  was  framed  there 
were  no  grounds  for  supposing  that  there  would  ever  be  any  railroads  constructed.  The 
Constitution  was  framed  at  least  fifty  years  before  transportation  by  railways  was  heard 
of.  If,  therefore,  it  was  designed  to  regulate  the  rates  of  transportation,  the  framers  of 
the  Constitution  could  have  had  in  view  only  transportation  by  rivers,  lakes,  and  canals. 
It  is  fair  to  assume  that  Congress  was  not  unconscious  of  this  fact,  and,  having  failed  in 
the  act  to  take  supervision  over  transportation  by  water  carriers,  it  is  not  unreasonable 
to  conclude  that  Congress  did  not  undertake  to  regulate,  or  rather  restrict,  transportation 
by  rail  in  competition  with  the  water  carrier.  This  conclusion  is  warranted  by  the  lan¬ 
guage  of  the  act  itself,  which  confines  the  long  and  short  haul  restriction  to  “  the  trans¬ 
portation  of  passengers  or  like  kind  of  property,  under  substantially  similar  circum¬ 
stances  and  conditions.”  That  traffic  carried  in  competition  with  water  lines  is  not 
moved  under  substantially  similar  circumstances  and  conditions  as  traffic  between 
intermediate  local  points  where  no  competition  exists  will  hardly  be  controverted. 

HOW  IT  AFFECTS  THE  LOUISVILLE  AND  NASHVILLE  RAILROAD  ON  SPECIAL  CLASSES  OF 

FREIGHT. 

Mr.  Chairman  and  gentlemen,  I  desire  now  to  enter  into  a  further  discussion  of  this 
question  so  far  as  it  affects  the  Louisville  and  Nashville  Railroad.  Let  me  again  invite 
your  attention  to  the  testimony  of  Mr.  Culp  as  to  the  volume  of  the  business  of  the  Louis¬ 
ville  and  Nashville  Railroad  which  will  be  affected  by  the  rigid  enforcement  of  this  act. 
It  is  not  only  the  pig-iron,  the  bar-iron,  the  lumber,  the  coal,  and  the  provision  business, 
but  it  is  the  general  business  between  local  and  competitive  points. 

COAL. 

Take  the  coal  business  as  presented,  from  the  Alabama  mines  to  New  Orleans  :  We  are 
trying  to  build  up  a  business  at  New  Orleans  ;  the  people  of  New  Orleans  are  paying 
from  one  to  two  cents  per  bushel  less  for  coal  now  than  they  were  five  or  six  years  ago. 
Competition  between  the  Alabama  and  Pittsburg  mines  has  forced  down  prices.  We 
are  charging  higher  rates  to  intermediate  points  than  we  are  to  New  Orleans.  If  you 
say  we  can  not  make  a  lower  rate  to  New  Orleans  than  to  intermediate  points,  you  drive 
us  out  of  New  Orleans.  We  simply  can  not  afford  to  compete  for  the  New  Orleans  busi¬ 
ness. 

We  also  have  a  growing  coal  traffic  at  Pensacola,  Savannah,  and  points  in  Georgia, 
and  we  are  supplying  several  railroads  in  Georgia  with  coal.  On  all  of  this  traffic  we 
charge  less  rates  than  we  do  to  intermediate  points.  There  is  no  telling  to  what  extent 
this  business  can  be  increased  if  we  are  permitted  to  do  so.  But  it  would  be  very  much 
diminished,  in  fact  entirely  cut  off,  if  we  are  compelled  to  enforce  higher  rates. 

From  our  Henderson  division,  in  southwestern  Kentucky,  we  are  carrying  large  quan¬ 
tities  of  coal  to  Nashville,  Clarksville,  and  Memphis,  in  competition  with  coal  from  the 
Tennessee  and  Pennsylvania  mines,  the  latter  floating  down  the  Ohio  River  on  barges, 
the  former  reaching  the  markets  over  purely  State  roads.  If  we  are  to  charge  as  much 
on  this  traffic  as  we  do  on  traffic  to  intermediate  points,  we  will  be  obliged  to  abandon 
the  business  at  Memphis,  Nashville,  and  Clarksville,  and  this  includes  a  large  business 
the  mines  have  built  up  by  contracts  to  supply  several  Tennessee  and  Mississippi  rail¬ 
roads,  which  coal  is  delivered  to  them  at  Milan,  Humboldt,  and  Memphis,  Tenn. 

This  competitive  coal,  as  shown  by  Mr.  Culp’s  deposition,  is  carried  at  a  fair  profit  to 
the  railroad  company.  A  careful  estimate  shows  that  at  least  GO  per  cent  of  the  coal 
traffic  of  the  Louisville  and  Nashville  road  from  our  Alabama  and  Henderson  division 
mines,  aggregating  a  gross  revenue  of  about  $800,000,  will  be  lost  under  the  rigid  en¬ 
forcement  of  the  fourth  section.  The  people  of  Memphis,  Nashville,  New  Orleans,  Mo¬ 
bile,  Pensacola,  etc.,  will  be  obliged  to  pay  higher  prices  for  their  coal,  the  mining  in¬ 
terests  seriously  crippled,  if  not  ruined,  and  the  poor  miners  of  Kentucky  and  Alabama 
thrown  out  of  employment.  I  do  not  believe  that  Congress  ever  intended  to  enforce  this 
law  in  such  a  way  as  to  cripple  any  particular  interest  or  to  prevent  a  free  interchange 
of  traffic  between  the  several  States.  If  the  framers  of  the  Constitution  meant  anything, 
they  meant  to  guarantee  to  the  people  the  freest  interchange  of  traffic  possible. 

The  Chairman.  They  intended  to  turn  that  subject  over  to  Congress. 

Mr.  Staiilman.  Very  true  ;  but  I  do  not  believe  that  the  right  to  regulate  commerce 
among  the  several  States  was  designed  to  put  restrictive  measures  on  commerce  between 
the  States. 

The  Chairman.  We  do  not  deny  that  this  law  was  framed  to  promote  traffic  and 
encourage  competition.  Do  you  find  that  purpose  in  the  law? 

Mr.  Staiilman.  I  do  not;  although  the  effect  of  the  law,  as  rigidly  construed  by 
some  who  urged  its  passage,  would,  as  I  have  aiready  shown,  undoubtedly  restrict  com¬ 
petition. 

LUMBER. 

What  I  am  endeavoring,  Mr.  Chairman,  to  show  is  the  effect  of  the  rigid  enforcement 
of  this  act  upon  the  various  kinds  of  traffic  carried  by  the  Louisville  and  Nashville 
Railroad.  Let  us  now  take  the  lumber  traffic. 

This  is  explained  very  fully  on  pages  28,  29,  30,  and  31  of  Mr.  Culp's  deposition, 
which  is  in  substance  this  :  That  we  have  a  large  lumber  traffic  all  along  the  line  of  our 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


317 


road  between  Mobile,  Ala.,  and  Louisville,  Ky.,  including  the  Pensacola  and  Atlantic 
road  between  Pensacola  and  River  Junction.  At  Nashville,  Tenn.,  the  industry  is  es¬ 
pecially  large.  It  has  been  developed  within  the  past  few  years.  The  logs  and  lumber 
are  floated  from  the  upper  Cumberland  and  tributary  rivers  down  to  Nashville.  Prior 
to  1880  nearly  all  of  the  lumber  and  logs  were  floated  down  the  river  past  Nashville  to 
the  mouth  of  the  Cumberland  and  there  distributed.  About  1880  some  enterprising 
mill  men  concluded  to  establish  a  market  at  Nashville.  They  located  mills  and  began 
manufacturing  and  shipping  lumber.  The  lumber  consists  of  oak,  hickory,  walnut, 
poplar,  etc.  At  first  they  shipped  largely  by  barges  and  steamboats  to  .  Evansville  and 
Cincinnati.  Later  on  the  Louisville  and  Nashville  road  put  in  a  line  of  rates  which, 
with  its  other  facilities,  enabled  it  to  share  in  this  traffic.  The  business  at  this  point 
has  grown  to  such  an  extent  that  Nashville  handled  during  the  year  1886  about  125,000,- 
000  feet.  Competition  is  very  strong.  There  is  no  difficulty  in  getting  steamboats, 
rafts,  and  barges  to  transport  this  lumber  down  the  Cumberland  River.  Our  present 
rates  have  been  virtually  fixed  for  us  by  the  steamboats  and  barges.  Large  shipments 
have  been  made  from  Nashville  to  Evansville  by  river  during  the  past  year,  and  we  shall 
probably  be  obliged  to  make  further  reductions  to  compete  with  the  rates  by  river.  Any 
advance  in  these  rates  from  Nashville  to  the  intermediate  rates  would  force  the  entire 
traffic  by  river.  We  bring  a  great  many  logs  into  Nashville  from  points  south  of  Nash¬ 
ville,  which  are  manufactured  into  lumber,  and  we  thus  get  two  hauls  on  a  large  share 
of  this  business — one  into  Nashville  on  the  logs,  and  another  out  on  manufactured  lum¬ 
ber.  These  shipments  of  logs  in  and  lumber  out  would  stop  if  the  local  intermediate 
rates  were  charged.  The  same  can  be  said  of  the  large  pine  lumber  interests  from  the 
Tensacola  and  Atlantic,  and  South  and  North  Alabama,  and  Mobile  and  Montgomery 
divisions.  The  rates  on  this  lumber  to  intermediate  points  are  higher  than  to  more 
distant  points.  That  is  to  say,  the  rates  from  Bowling,  Ala.,  on  the  Mobile  and  Mont¬ 
gomery  road,  are  higher  to  Lynnville,  Tenn.,  and  other  intermediate  stations  than  to 
Nashville,  and  higher  to  Cave  City,  Ivy.,  and  other  intermediate  stations  than  to  Louis¬ 
ville.  There  seems  to  be  an  impression  that  the  southern  roads  are  flooding  the  West 
with  pine  lumber  to  the  exclusion  of  the  lumber  of  other  pine  regions.  Mr.  Culp  pre¬ 
sents  a  table  of  rates  from  all  points  on  our  line  to  the  leading  points  in  the  "West,  which 
shows  that  there  is  no  rate  as  low  as  7  mills  per  tons  per  mile,  while  some  of  the  lumber 
pays  as  much  as  1.16  per  ton  per  mile.  Mr.  Culp,  speaking  of  these  rates,  says  : 

“  WTe  undertake  to  make  rates  which  will  enable  the  manufacturers  of  this  lumber  to 
fairly  compete  in  northern,  western,  and  eastern  markets  with  the  pine  and  other 
lumbers  of  those  sections.  We  do  not  make  the  rates  unnecessarily  low,  or  on  a  basis 
which  does  not  yield  to  the  transportation  lines  a  profit ;  nor  is  it  our  aim  to  make 
rates  which  will  destroy  the  lumber  interests  of  other  sections.  To  illustrate  that  the 
rates  are  not  such  as  to  destroy  the  lumber  interests  of  other  sections.  I  will  say  that 
we  have  brought  large  quantities  of  white  pine  lumber  from  Michigan  to  Nashville,  and 
such  articles  as  sash,  doors,  and  blinds  are  sold  all  over  the  South  in  competition  with  like 
articles  made  from  like  yellow  pine  and  the  poplar  of  the  South.  The  policy  of  the  rail¬ 
road  has  been  to  fix  such  reasonable  rates  as  to  allow  a  free  interchange  of  products 
between  the  different  lumber-producing  sections.” 

GRAIN,  FLODII,  AND  PROVISIONS. 

The  next  item  of  magnitude  is  grain  and  flour.  We  have  some  of  this  on  the  line  of 
our  own  road,  of  which  a  limited  surplus  is  shipped,  as  shown  on  page  40  of  Mr.  Culp's 
deposition.  We  are  obliged  to  make  less  rates  for  the  long  haul  than  for  a  short  haul 
on  this  business. 

To  charge  the  same  rates  to  Savannah  and  Charleston  as  are  charged  to  Atlanta  would 
prohibit  our  farmers  from  selling  their  products  at  Charleston  or  Savannah.  We  are 
obliged  to  make  a  less  rate  from  our  stations  to  the  coast  than  to  Atlanta,  the  same  as  we 
are  obliged  to  do  from  western  points,  not,  however,  for  the  same  reasons.  From  west¬ 
ern  points  we  make  a  less  rate  because  of  the  competition  between  rival  transportation 
lines,  as  well  as  rival  markets.  From  our  local  points  we  make  less  rates  because  we 
deem  it  but  fair  to  place  our  local  producers  on  a  footing  to  enable  them  to  compete  with 
other  producing  sections  at  the  coast,  as  well  as  in  the  interior. 

This  rule  holds  good  as  to  Montgomery,  Pensacola,  and  Mobile. 

The  Chairman.  That  is  the  necessity  of  the  situation  ? 

Mr.  Stahlman.  Yes,  sir  ;  and  our  people  appreciate  it.  They  know  that  the  enforce¬ 
ment  of  this  section  will  prevent  them  from  reaching  distant  markets  with  their  products. 

The  volume  of  western  products,  including  provisions  and  hay,  transported  over  the 
Louisville  and  Nashville  Railroad  will  aggregate  800,000  tons  per  annum.  All  this  traffic 
is  involved  in  the  application  for  relief.  The  testimony  is  overwhelming  that  a  large  pro¬ 
portion  of  this  traffic  must  be  carried,  if  at  all,  at  less  rates  to  distant  points  than  to  in¬ 
termediate  points,  and  that  this  basis  of  rates  is  forced  upon  us  by  water  lines  over  which 
we  have  no  control. 

The  testimony  given  by  Mr.  Culp  and  others  on  behalf  of  the  Louisville  and  Nashville 
Railroad  clearly  indicates  that  the  rigid  construction  and  the  enforcement  of  the  fourth 
section  of  the  act  to  regulate  commerce  would  cause  a  loss  in  the  net  revenue  of  the  Louis¬ 
ville  and  Nashville  Company  of  a  sum  approximating  $1,500,000,  and  that  this  loss  can 
be  made  up  only  by  a  material  advance  of  local  rates,  which  would,  in  the  end,  seriously 
cripple  the  business  interests  of  the  country.  Now,  I  submit,  Mr.  Chairman,  with  this 
state  of  facts,  which  can  not  be  successfully  controverted,  how  can  this  honorable  Com¬ 
mission  refuse  to  give  the  relief  asked  for? 

Of  the  twenty  commercial  centers  located  on  the  Louisville  and  Nashville  Railroad, 
which  I  have  been  discussing,  and  in  the  interest  of  which  relief  is  sought,  eighteen  are 
on  navigable  streams,  and  the  other  two,  Lexington  and  Birmingham,  are  so  situated 
that  with  the  aid  of  purely  State  roads  the  act  to  regulate  commerce  can  not  deprive 
them  of  the  advantages  they  now  enjoy.  These  twenty  points,  then,  are  exceptional 
cases.  They  represent  less  than  1J  per  cent  of  the  whole  number  of  railway  stations 
in  the  States  of  Kentucky,  Tennessee,  and  Alabama.  If  relief  can  be  granted  only  in 
exceptional  cases,  you  have  them  here  fully  and  clearly  set  forth  and  with  ample  reasons 
why  relief  should  not  be  withheld.  If  you  can  not  grant  relief  in  these  cases,  you  will 
be  unable  to  find  any  cases  where  relief  may  be  granted,  and  the  provisions  of  the  act 
which  authorizes  you  to  give  relief  will  thus  become  a  dead  letter. 


318 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


It  may  be  said  that  this  would  give  benefits  only  to  the  few  to  the  injury  of  the  many. 
Not  so,  Mr.  Chairman  ;  the  many  are  equally  involved  in  this  relief.  A  refusal  to  give 
it  to  the  few  means  a  general  disruption,  a  general  revolution  of  the  business  relations 
which  the  people  of  the  South  sustain  to  each  other.  It  means  a  general  upheaval  and 
a  leveling  process  for  which  the  country  is  not  prepared.  It  means  an  untold  loss  of 
revenue  to  the  railroads  in  the  interest  of  water  carriers,  and  a  general  advance  of  rates 
to  the  interior,  which  the  many  are  ill  prepared  to  bear. 

It  is  useless,  Mr.  Chairman,  to  say  that  a  refusal  to  grant  the  relief  will  benefit  the 
interior  ;  that  the  rates  to  the  interior  will  be  reduced  to  correspond  with  the  rates  to 
competitive  points.  It  is  simply  out  of  the  question,  and  I  want  to  impress  this  fact 
upon  this  honorable  Commission. 

If  relief  is  not  granted,  and  the  act  is  rigidly  construed  and  enforced,  the  railroads  of 
the  South  will  be  obliged,  as  an  act  of  self-preservation,  to  advance  the  rates  to  com¬ 
peting  points,  and  such  an  advance  will  force  the  business  to  the  water  lines,  and  this 
large  loss  of  revenue  to  the  rail  carriers  can  only  be  made  up  by  an  advance  of  rates  to 
the  interior. 

PRODUCTS  OF  THE  SOUTH  COMPARED  WITH  THE  WEST. 

And  this,  Mr.  Chairman,  brings  up  another  phase  of  the  question.  The  Eastern  and 
Western  roads,  it  is  said,  are  enforcing  this  act,  and  the  question  naturally  arises,  why 
can  not  the  roads  of  the  South  do  likewise?  I  think  I  have  demonstrated,  Mr.  Chair¬ 
man,  in  what  respect  the  business  of  the  South  differs  from  the  business  of  any  other 
section  of  the  country.  The  Southern  trade  centers  for  which  we  are  asking  relief  were 
not  made  by  the  railroads ;  they  were  in  existence  before  railroads  were  constructed. 
The  business  of  the  South  is  so  entirely  different  from  the  business  of  other  sections  that 
I  have  prepared  some  statistics  which  I  desire  to  present,  and  which  to  my  mind  very 
clearly  and  forcibly  illustrate  the  reasons  why  the  roads  of  the  East  and  West  may 
enforce  the  law  while  the  roads  of  the  South  can  not  afford  to  do  so.  I  hold  in  my  hand 
a  table  which  I  will  file  as  Exhibit  D.  This  table  shows  the  products  of  Ohio,  Mich¬ 
igan,  Indiana,  Illinois,  Minnesota,  Iowa,  Missouri,  Kansas,  and  Wisconsin — nine  West¬ 
ern  States  bordering  on  the  territory  covered  by  the  Southern  Railway  and  Steamship 
Association.  The  products  of  these  nine  Western  States,  consisting  of  corn,  wheat,  etc., 
yield  an  average  tonnage  per  acre  of  1,603  pounds.  Compared  with  this  we  have  the 
products  of  nine  Southern  States,  to  wit :  Virginia,  North  Carolina,  South  Carolina, 
Georgia,  Florida,  Alabama,  Mississippi,  Tennessee,  and  Kentucky.  These  States  pro¬ 
duce  an  average  tonnage  of  only  602  pounds  per  acre  ;  but  of  the  products  of  the  soil  in 
the  South  the  exports  or  shipments  which  the  railroads  carry  are  confined  exclusively  to 
cotton  and  tobacco — there  being  very  little  surplus  grain  shipped,  and  that  surplus  very 
limited  indeed,  confined  to  only  two  States,  Kentucky  and  Tennessee.  Upon  this  point 
I  present  a  table  which  I  will  mark  Exhibit  E.  This  includes  corn,  Avheat,  and  oats 
produced  in  the  West,  and  cotton  and  tobacco  produced  in  the  South.  This  table  shows 
that  the  average  tonnage  per  acre  in  the  nine  Western  States  is  1,366  pounds,  while  in 
the  Southern  States  it  is  only  175  pounds.  Thus  a  railroad  in  the  West  14  miles  in 
length  will  secure  as  much  tonnage  as  a  railroad  in  the  South  of  100  miles  in  length. 
It  may  be  said  in  response  to  this  that  if  the  people  of  the  South  produce  so  much  less 
than  the  people  of  the  West,  they  can  ill  afford  to  pay  higher  rates  of  transportation. 
The  people  of  the  South  do  not  pay  higher  rates  of  transportation  in  the  aggregate.  It 
is  hardly  necessary  to  go  into  an  extended  argument  on  this  point,  but  I  want  to  illus¬ 
trate  by  comparing  some  of  the  leading  Western  roads,  in  the  grain-growing  region,  with 
the  Louisville  and  Nashville,  which  is  generally  conceded  to  be  one  of  the  leading  rail¬ 
roads  of  the  South.  The  earnings  per  ton  per  mile  for  the  fiscal  year  ending  in  1885 
were  : 


Cents. 

For  the  Louisville  and  Nashville _ 1.  16 

For  the  Chicago  and  Northwestern _ 1.  10 

For  the  Chicago,  Milwaukee  and  St.  Paul _ ! _ 1.  28 

For  the  Chicago,  Rock  Island  and  Pacific _ 1.  40 


But,  Mr.  Chairman,  this  table  presents  another  fact.  While  it  is  true  the  tonnage  to 
the  railroads  of  the  South  per  acre  is  only  175  pounds,  as  against  1,366  pounds  to  the 
railroads  of  the  West,  it  shows  that  the  cotton  and  tobacco  of  the  South  is  worth  to  the 
producer  $15.27  per  acre,  against  $8.63,  the  average  value  of  the  corn,  wheat,  and  oat 
crop  of  the  West.  I  am  aware  that  it  costs  more  to  produce  an  acre  of  cotton  or  tobacco 
than  it  does  an  acre  of  wheat  or  corn,  but  it  is  safe  to  assume  that  the  difference  in  the 
products  per  acre  will  more  than  pay  the  difference  in  the  cost  of  making  the  crop. 
There  is  another  point,  Mr.  Chairman.  The  cotton  crop  of  the  South,  moved  largely 
uncompressed,  will  only  load  twenty-four  bales,  or  12,000  pounds,  to  the  car,  and  the 
tobacco  will  only  load  ten  hogsheads,  or  20,000  pounds,  to  the  car,  while  the  grain  crop  of 
the  West  will  load  40,000  pounds  to  the  car,  and  even  in  cases  where  the  cotton  is  com¬ 
pressed  it  will  not  load  to  exceed  24,000  pounds  to  the  car.  Of  course  it  costs  relatively 
but  little  more  to  move  a  car  of  40,000  pounds  than  it  costs  to  move  a  car  of  12,000  or 
20,000  pounds.  So  that  the  Southern  railroads  in  this  respect  are  laboring  under  a  very 
great  disadvantage. 

Commissioner  Morrison.  You  give  that  as  a  reason  why  this  is  a  special  case  justify¬ 
ing  relief  to  all  that  country.  Now,  let  us  see  if  that  would  not  force  us  to  relieve 
another  country  farther  north.  You  mentioned  that  there  was  a  railroad  building  from 
Kansas  City,  across  the  States  of  Missouri  and  Arkansas,  to  Memphis,  in  the  direction  of 
Birmingham,  where,  of  course,  it  will  have  an  eastern  connection  over  your  road  or  some 
other.  Now,  at  Kansas  City  you  are  right  in  that  grain  field,  right  in  the  pork  houses, 
right  at  the  point  where  they  furnish  all  this  tonnage.  They  reach  out  from  Kansas 
City,  circling  to  the  north  as  far  as  Chicago,  and  get  in  that  way  another  eastern  con¬ 
nection.  Now,  if  we  relieve  your  road  through  Tennessee  and  Alabama,  up  into  Mis¬ 
souri  and  Kansas  City,  and  then  on  to  New  York,  shall  we  not  have  to  do  the  same  thing 
with  the  road  that  goes  out  of  Kansas  City  through  Illinois  and  Michigan,  and  on  to 
New  York  in  that  way  ? 

Mr.  Stahl.vian.  I  do  not  understand  that  the  relief  applied  for  by  the  Louisville  and 
Nashville  Railroad  will  have  the  effect  Colonel  Morrison  suggests".  For  instance,  we 
ask  for  relief  on  business  from  Saint  Louis  and  business  from  beyond.  This  means  that 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


319 


if  we  are  given  relief  on  business  from  Saint  Louis  to  Savannah,  that  business  from 
beyond  delivered  to  our  road  at  Saint  Louis  may  be  taken  on  the  same  basis.  It  does  not 
mean  that  the  lines  west  of  Saint  Louis  bringing  this  business  to  us  shall  be  authorized 
to  avail  themselves  of  the  relief  granted  to  us  on  business  for  the  South,  to  carry  traffic 
in  another  direction.  In  other  words,  the  relief  applies  only  to  business  from  Saint 
Louis  to  the  South. 

Commissioner  Morrison.  According  to  your  teaching,  if  we  turn  your  road  loose 
through  the  southern  country,  and  tie  up  all  the  other  roads  at  Kansas  City,  would  it  not 
force  the  produce  for  the  East  over  your  road? 

Mr.  Stahlman.  Not  at  all.  That  is  not  our  design. 

Commissioner  Morrison.  Would  not  that  be  the  effect? 

Mr.  Stahlman.  No,  sir  ;  it  could  not  be  in  any  event.  Starting  at  Kansas  City  to  go  to 
Savannah  or  Charleston,  the  distance  is  about  the  same  as  to  New  York.  (Distances, 
Kansas  City  to  New  York,  1,348  miles;  distances,  Kansas  City  to  Savannah,  1,181)  miles.) 

The  Chairman.  Could  you  not  carry  freight  in  competition  with  those  lines? 

Mr.  Stahlman.  We  might  do  so,  but  that  is  not  our  aim.  All  we  ask  is  relief  on  busi¬ 
ness  to  the  South,  such  as  we  are  carrying  to  the  South  now  to  supply  our  own  people. 
If  there  is  any  apprehension  on  this  point,  the  Commission  can  fix  the  limit ;  it  has  ample 
power  under  the  provisions  of  the  act  to  “  prescribe  the  extent”  to  which  such  relief  shall 
apply. 

EARNINGS  OF  SOUTHERN  COMPARED  WITH  EASTERN  AND  WESTERN  RAILROADS. 

I  have  another  table,  Mr.  Chairman,  which  I  desire  to  file  as  Exhibit  F.  This  table 
likewise  bears  directly  on  the  question  as  to  whether  or  not  the  southern  railroads  can 
afford  to  enforce  the  law  simply  because  it  is  being  done  by  lines  in  the  East  and  West. 
This  table  makes  comparison  between  seven  of  the  leading  eastern  and  western  roads  and 
seven  of  the  leading  southern  roads.  It  shows  the  following  : 


Average  tons  freight  carried  per  mile  of  road  : 

Eastern  and  western  roads _  11,  853 

Southern  roads _  2,  327 

Average  number  of  passengers  carried  per  mile  of  road  : 

Eastern  and  western  roads _  7,  920 

Southern  roads _  1,  204 

Gross  earnings  per  mile  of  road  : 

Eastern  and  western  roads _ _ _ $12,  166.  93 

Southern  roads _  $4,  184.  47 


Need  I  say  more,  Mr.  Chairman  ?  Have  we  not  reached  a  point  in  this  discussion  where 
further  argument  is  unnecessary?  We  have  shown  you — 

(1)  When  and  under  what  influences  the  commercial  trade  centers  of  the  South  were 
created,  and  under  what  influences  they  are  being  maintained. 

(2)  That  these  trade  centers  were  not  made  by  the  railroads. 

(3)  The  strong  competitive  forces  at  work  to  compel  the  adjustment  of  rates  now  in 
vogue  to  and  from  these  trade  centers. 

(4)  The  vast  sums  appropriated  by  Congress  from  the  public  Treasury,  which  have 
served  to  augment  the  competitive  forces  with  which  the  railroads  are  obliged  to  contend. 

(5)  The  absolute  necessity  to  the  railroads  of  the  South  of  recognizing  the  existing  con¬ 
ditions  at  these  centers  as  they  found  them,  and  as  they  are  to-day. 

(6)  The  utter  impracticability  of  reducing  rates  to  intermediate  points  on  the  basis  of 
rates  to  competitive  points. 

(7)  The  absolute  necessity  of  advancing  rates  to  the  interior  under  the  rigid  construc¬ 
tion  of  the  fourth  section  of  the  act. 

(8)  The  disaster  which  will  befall  the  manufacturing,  commercial,  and  agricultural 
interests  of  the  South  by  an  advance  of  rates  to  the  interior. 

(9)  The  character  and  customs  of  the  southern  trade  calling  for  convenient  trade 
centers. 

(10)  The  character  and  volume  of  the  traffic  carried  by  the  southern  roads  as  com¬ 
pared  with  roads  in  other  sections. 

(11)  That  the  products  of  the  South  have  not  been  carried  to  distant  markets  at  rates 
which  do  not  insure  to  the  rail  carriers  a  fair  profit. 

(12)  That  like  products  of  other  sections  have  had  free  access  to  the  South  upon  equal 
terms. 

All  these  things,  Mr.  Chairman,  have  been  shown.  We  have  shown,  also,  that  the 
granite  of  South  Carolina  and  marble  of  Tennessee  have  been  carried  to  Louisville,  Cin¬ 
cinnati,  and  other  points  East  and  West ;  while  the  granite  of  the  East  and  the  building 
stone  of  Indiana  and  other  sections  of  the  West  have  in  turn  been  shipped  into  Tennessee, 
Georgia,  and  other  Southern  States. 

That  the  hard  wood  and  pine  lumber  of  the  South  have  been  carried  to  the  East  and 
West,  and  the  pine  of  Michigan  and  the  mahogany  of  California  and  tha  lumber  of  other 
sections  have,  in  turn,  in  various  forms,  been  sold  and  shipped  into  the  South. 

That  the  early  produce  and  vegetables  of  the  South  have  gone  to  the  western  and 
eastern  markets,  and  that  like  products  of  the  West,  and  later  in  the  season,  have  found 
consuming  markets  in  the  South. 

That  southern  iron  products  have  been  shipped  East  and  West,  and  that  like  products 
from  the  West  and  East  have  found  markets  in  the  South. 

That  the  products  of  the  cotton  factories  of  the  South  have  been  shipped  to  eastern  and 
western  markets,  and  like  products  of  the  eastern  factories  have  been  shipped  freely  into 
the  Southern  States. 

That  wagons  manufactured  in  Tennessee  and  other  Southern  States  have  been  sold  in 
the  West,  and  that  wagons  manufactured  in  the  West  have  been  shipped  freely  and  sold 
in  competition  with  wagons  in  the  South. 

That  stoves  manufactured  in  the  South  have  been  shipped  to  distant  points  in  the  East 
and  West,  including  California,  and  that  stoves  manufactured  at  Cincinnati,  Pittsburgh, 
and  elsewhere  have  been  sold  freely  in  the  South. 

That  the  movement  of  the  products  of  the  farm  and  factory  of  the  South  has.  not  been 
obstructed,  and  that  the  products  of  the  farm  and  factory  of  the  North,  East,  and  West 
have  had  free  access  to  the  southern  territory  on  like  terms. 

All  these  things  have  we  shown,  and  much  more  whi<;h  I  need  not  now  enumerate. 

It  is  sufficient  to  say  that  the  history  of  this  investigation,  impartially  written,  will 


320 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


demonstrate  beyond  question  that  the  railroad  managers  of  the  South  have  labored  earn¬ 
estly  and  well  to  secure  a  free  interchange  of  commerce  among  the  several  States  ;  that 
they  have  not  placed  embargos  on  any  business,  but  with  an  eye  to  what  is  just  as  between 
them  and  their  patrons  have  adjusted  rates  of  transportation  so  as  to  encourage  and 
promote  the  material  welfare  of  the  masses,  irrespective  of  classes  or  sections. 

The  people  of  the  South  who  know  us  best  appreciate  this.  The  people  living  on  the 
line  of  the  Louisville  and  Nashville  Railroad  appreciate  this.  They  came  from  local  as 
well  as  terminal  stations  during  the  sittings  of  the  Commission  to  manifest  their  appre¬ 
ciation  by  presenting  memorials  and  testimony  in  favor  of  relief.  They  came  from  one 
end  of  the  line  to  the  other  and  said,  “  Do  not  enforce  this  law.”  They  realize  the  situa¬ 
tion.  They  know  what  effect  it  will  have  upon  their  business.  They  know  what  effect  it 
will  have  upon  the  manufacturing  and  other  interests  of  the  South.  *  They  know  the  con¬ 
dition  of  our  road.  They  know  what  effects  the  enforcement  of  the  law  will  have  upon 
the  revenue  of  our  road.  They  know  that  if  we  are  forced  to  withdraw  from  competi¬ 
tion,  where  competition  exists,  that  we  can  not  live  without  advancing  our  local  rates  , 
and  they  know  that  an  advance  in  local  rates  means  serious  damage  to  the  farming,  the 
manufacturing,  and  the  business  interests  of  the  country. 

They  know  as  well  as  we  do  that  we  can  not  afford  to  carry  the  business  to  and  from 
intermediate  points  at  the  rates  we  are  obliged  to  accept  on  business  between  New  Orleans 
and  Cincinnati,  between  New  Orleans  and  Louisville,  New  Orleans  and  Nashville,  Mem 
phis  and  Cincinnati,  Memphis  and  Louisville,  Nashville  and  Louisville,  or  Nashville  and 
Montgomery.  They  know  that  the  rates  being  made  to  these  terminal  points  in  competi¬ 
tion  with  water  carriers  do  not  hurt  them  ;  but  that  it  will  intiict  a  great  loss  of  revenue 
upon  us  to  deprive  us  of  the  privilege  of  competing  for  this  traffic. 

More  than  all  that,  the  people  of  the  South  are  fair-minded,  they  are  not  agrarians, 
they  are  not  communists.  Those  residing  at  local  points  realize  the  fact  that  they  have 
“  built  their  houses  on  hills,”  and  hence  can  not  expect  rates  accorded  to  terminal  com¬ 
peting  points.  I  was  much  interested  in  a  question  put  to  a  gentleman  at  Atlanta,  who 
came  before  the  Commission  asking  the  suspension  of  the  law  ;  he  lived  at  a  local  station 
between  Macon  and  Brunswick,  and  was  content  with  his  lot.  The  question  asked  him 
was,  ‘‘Would  you  not  like  to  have.  Brunswick  rates?”  He  said,  ‘‘I  would  not  object  to 
it.”  Of  course  he  would  not  object  to  it,  and  yet  he  was  candid  enough  to  say  that  he 
was  not  entitled  to  them. 

This  is  the  feeling,  with  an  isolated  exception  here  and  there,  throughout  the  entire 
South  (outside  of  the  ports,  and  we  know  why  they  feel  differently).  This  is  what  the 
memorials  and  petitions  mean,  and  the  unanimity  with  which  the  people  of  the  South 
came  to  our  rescue  is  to  me  the  most  gratifying  feature  of  this  whole  matter.  I  was  my¬ 
self  surprised — agreeably  surprised — when  this  Commission  had  finished  its  investigation, 
to  find  that  there  had  been  no  more  complaint.  In  the  vast  magnitude  of  a  business  cov¬ 
ering  eight  or  ten  Southern  States,  embracing  fifteen  or  twenty  railway  systems,  it  was 
to  be  expected  that  there  should  be  some  complaints;  that  some  w'ould  complain  of  this 
and  some  of  that ;  that  some  would  demand  one  thing  and  some  another.  1  undertake  to 
say,  Mr.  Chairman,  that  there  is  not  a  business  house  in  the  city  of  New  York,  Philadel¬ 
phia,  Baltimore,  or  elsewhere,  with  a  trade  covering  such  a  vast  territory,  although  able 
to  exercise  the  closest  supervision  over  its  business,  which  can  show  a  cleaner  record  than 
the  railroads  of  the  South  have  shown.  It  is  marvelous,  and  I  feel  proud  of  the  fact 
that  the  people  of  the  South,  during  this  investigation,  have  come  to  our  rescue,  and  have 
said  to  this  honorable  Commission  that  the  railroads  have  treated  them  fairly  ;  that  they 
are  more  than  satisfied,  and  that  the  relief  prayed  for  should  be  granted. 

A  word,  Mr.  Chairman,  in  respect  to  the  act  itself.  I  would  not  have  this  honorable 
Commission  conclude  that  I  have  sought  to  make  an  attack,  either  directly  or  indirectly, 
upon  an  act  which  it  is  your  duty  to  execute.  In  many  respects  the  act  is  a  good  one. 
There  are  provisions  in  it  which  should  commend  themselves  to  all  fair-minded  people. 

In  these  you  are  clothed  with  the  power  to  prevent  unjust  discriminations  between 
individuals. 

To  prevent  discrimination  between  localities  similarly  situated. 

To  prevent  the  payment  of  rebates  for  the  purpose  of  discriminations. 

To  prevent  the  cutting  of  rates. 

To  prevent  extending  favors  in  any  form  to  one  man  which  may  not  be  extended  to 
another. 

To  prevent  the  frequent  changing  of  rates  so  injurious  to  commercial  communities. 

All  of  these  features  are  good,  and  the  enforcement  of  these  provisions  must  result  in 
much  good. 

I  have  now,  Mr  Chairman,  said  about  all  that  it  is  necessary  for  me  to  say.  The  views 
entertained  by  the  management  of  the  Louisville  and  Nashville  Railroad  as  to  the  con¬ 
struction  of  the  act  are  known  to  the  Commission.  In  these  views  I  fully  concur.  It  is 
not  necessary  for  me  to  deal  with  this  phase  of  the  question. 

It  has  been  my  privilege  and  pleasure  to  participate  in  the  investigation  so  far  as  it 
affected  the  interests  of  this  company,  and  it  has  been  made  my  duty  to  present  to  you 
such  facts  as  might  have  a  bearing  upon  the  issue  involved.  This  duty  I  have  endeav¬ 
ored  to  perform. 

You  now  have  all  the  facts  as  far  as  I  am  capable  of  presenting  them.  Should  your 
decision  be  favorable,  I  shall  feel  gratified.  Should  it  he  the  reverse,  and  thereby,  as  I 
believe,  involve  the  railroads  of  the  South  in  serious  complications  and  the  business  in¬ 
terests  in  grave  troubles,  I  shall  have  the  satisfaction  of  knowing  that  I  made  an  earnest 
effort,  feeble  though  it  be,  to  avert  the  disaster. 

The  question  is  now  with  you  to  dispose  of  in  such  manner  as  you  in  your  best  judg¬ 
ment  may  deem  equitable  and  right. 

For  the  many  courtesies  and  kindnesses  received  at  the  hands  of  the  honorable  Com¬ 
mission,  both  here  and  elsewhere,  I  beg  to  make  my  grateful  acknowledgments. 


Exhibit  B. — From  deposition  of  J.  M.  Culp. 

Q.  (By  Mr.  Stahlman.)  The  memorial  presented  by  the  river  men  stated  that  the  river 
tariffs,  which  were  submitted  with  the  memorial,  show  that  the  steamboats  never  make 
rates  of  freight  and  passage  more  to  intermediate  than  to  terminal  points,  but  generally 
less.  Please  state  fully  what  you  know  as  to  this-  giving  rates  and  distances. 


DIGEST  OF  HEADINGS  ON  KAILWAY  RATES. 


821 


A.  I  have  the  sworn  statement  of  a  resident  of  Cincinnati  that  on  the  28th  day  of 
April,  Mossett  &  Co.,  agents  of  the  Southern  Transportation  Company,  of  which  firm  of 
agents  A.  J.  Mossett  is  the  principal  member,  stated  to  him  that  to  wharf  landings  on 
the  Mississippi  River  their  rates  were  5  cents  per  100  pounds  higher  than  to  Vicksburg 
and  New  Orleans  ;  that  to  bank  landings  on  the  Mississippi  River  the  rates  were  from  10 
to  15  cents  per  200  pounds  higher  than  the  rates  to  Vicksburg  and  New  Orleans,  and  that 
the  through  rate  on  whisky  to  points  between  Memphis  and  New  Orleans  was  from  $1.50 
to  $2  per  barrel,  according  to  the  landings,  and  that  the  through  rate  to  New  Orleans  was 
75  cents  per  barrel.  This  sworn  statement  of  the  afliant  further  says  that  he  has  seen  a 
bill  of  lading  of  tbe  Southern  Transportation  Company’s  steamboats  Thomas  Sherlock  and 
Golden  Rule,  dated  on  or  after  April  20,  at  $2  per  barrel  on  whisky,  Cincinnati  to  Omega 
Landing,  La.,  and  $1.25  per  barrel  from  Cincinnati  to  Bayou  Sara,  La.  I  ask  leave  to 
file  an  exhibit,  marked  “A,”  being  a  printed  list  of  the  landings  on  the  Ohio  and  Missis¬ 
sippi  rivers  between  Cincinnati  and  New  Orleans,  which  I  believe  to  be  correct.  This 
table  shows  the  distance  from  Cincinnati  to  Omega  Landing  to  be  1,108^  miles,  and  to 
Bayou  Sara  1,345$  miles.  The  distance  to  Vicksburg  is  1,132$  miles,  and  the  distance  to 
New  Orleans  1,513  miles.  I  desire  further  to  say  that  on  the  28th  of  April,  1887,  Mos¬ 
sett  &  Co.  quoted  to  a  firm  in  Cincinnati  a  rate  on  sawmill  machinery,  knocked  down  and 
small  pieces  boxed,  65  cents  per  100  pounds,  Cincinnati  to  Bayou  Sara,  and  to  New 
Orleans  50  cents  per  100  pounds,  the  distance  to  Bayou  Sara  being  1,345$  and  to  New 
Orleans  1,513  miles.  On  the  same  day  Mossett  &  Co.  quoted  to  a  firm  in  Cincinnati  on 
whisky.  Cincinnati  to  Friars  Point,  Miss.,  $1.50  per  barrel,  and  to  Bayou  Sara  $1.25  per 
barrel,  and  to  New  Orleans  75  cents  per  barrel,  the  distance,  Cincinnati  to  Friars  Foint 
being  832$  miles,  and  to  New  Orleans  1,513  miles,  and  to  Bayou  Sara  1,3451  miles.  On 
the  same  day  Mossett  &  Co.  quoted  to  a  Cincinnati  firm,  on  roofing  and  corrugated  iron, 
to  Friars  Point,  Miss.,  35  cents  per  100  pounds  ;  to  Meyersville,  Miss.,  40  cents  per  100 
pounds  ;  to  Grand  Gulf,  Miss.,  40  cents  per  100  pounds  ;  to  Bayou  Sara,  25  cents  per  100 
pounds,  and  to  New  Orleans  20  cents  per  100  pounds,  the  distance,  Cincinnati  to  Friars 
Point,  being  842$  miles;  to  Meyersville,  1,064|  miles;  to  Grand  Gulf,  1,171  h  miles;  to 
Bayou  Sara,  1,345$  miles  ;  to  New  Orleans,  1,513  miles.  The  rates  of  transportation  on 
plaster  by  the  same  line  from  Cincinnati  to  points  named  were  on  the  same  day  as  fol¬ 
lows  : 


From  Cincinnati  to— 

Per  100 
pounds. 

Dis¬ 

tance. 

Friars  Point,  Miss . . _ . __ . 

Cents. 

30 

Miles. 

832$ 

884 

Australia,  Miss. . . _ . _  _ . 

35 

Arkansas  City,  Ark . . . . . . . 

25 

959$ 
1,064$ 
1,074$ 
1,132$ 
L  171$ 
1,402 

Meyersville,  Miss . . . . . . 

35 

Lake  Providence,  La . . _ 

30 

Vicksburg,  Miss _ _ _ _ _ _ 

20 

Grand  Gulf,  Miss . . . _  _ . . 

40 

Plaquemine,  La . . . . . . 

25 

The  rates  from  Saint  Louis  to  landings  on  the  Mississippi  River,  including  New  Orleans, 
were,  on  April  8,  as  follows : 


[In  cents  per  100  pounds.] 


From  Saint  Louis  to— 

Hay.  J 

Bacon. 

White  lead 
and  paints. 

Bar  lead  and 
shot. 

Grain  and 
mill  feed. 

Bagging  and 
ties. 

Stoves  and 
hollow  ware. 

Points  between  Greenville  and  Donaldson ville,  includ¬ 
ing  Vicksburg,  Natchez,  etc . . . . 

25 

20 

20 

20 

20 

20 

30 

New  Orleans . . . 

22$ 

17$ 

17$ 

17$ 

17$ 

17$ 

25 

I  have  the  sworn  statement  of  a  prominent  steamboat  man  on  the  Alabama  River, 
with  reference  to  the  business  of  that  river,  in  which  he  says  that  “  on  business  offering 
at  Mobile  for  Montgomery  and  Selma  the  rate  on  dry  barrels”  (meaning  barrels  of  flour, 
etc.),  “the  rate  on  which  between  intermediate  landings  is  40  cents  per  barrel,  would  in 
some  cases  be  as  low  as  15  or  20  cents  per  barrel,  and  on  wet  barrels”  (meaning  barrels 
of  whisky,  pork,  etc.),  “where  the  rate  between  intermediate  landings  would  be  60  cents 
per  barrel,  the  rate  on  the  same  offered  at  Montgomery  or  Selma  for  Mobile,  or  vice  versa, 
would,  under  circumstances  where  the  competition  is  strong,  be  reduced  as  much  as  one- 
half.”  In  other  words,  the  boats  frequently,  on  account  of  competition,  are  compelled  to 
haul  freight  a  longer  distance  lor  less  than  they  would  the  same  freight  a  much  shorter 
distance  in  the  same  direction. 

The  testimony  of  Captain  Ilyman,  of  Nashville,  shows  that  it  is  the  custom  to  charge 
less  for  long  hauls  than  short  hauls  on  the  Cumberland  River. 

The  following  table,  which,  to  the  best  of  my  knowledge  and  belief,  gives  the  exact 
rates  in  effect  one  year  ago,  shows  that  on  the  Ohio,  Mississippi,  Missouri,  and  Green  and 
Barren  rivers  the  boats  charged  more  for  a  long  than  for  a  short  distance. 

S.  Doc.  244,  59-1 - 21 


322 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


RATES  OF  TRANSPORTATION  VIA  RIVER. 

[Ohio  River,  via  Cincinnati  and  Louisville  United  States  Mail  Line  Company.] 


Dry  goods. 

Oil  and 
whisky. 

Potatoes. 

Nails. 

Cincinnati  to  Louisville,  131  miles . 

Cincinnati  to  Rising  Sun,  361  miles . 

$0.10 

.15 

$0.35 

.40 

$0. 121 
.15 

$0.04 

[Via  Memphis  and  Cincinnati  Packet  Company.] 


Dry  goods. 

Oil  and 
whisky. 

Sugar  and 
coffee. 

Cincinnati  to  Evansville,  315  miles . . . . 

$0. 15 
.20 

$0.40 

.50 

$0,121 

.171 

.121 

.20 

Cincinnati  to  Maukport,  175  miles . . . . 

Cincinnati  to  Cairo,  500  miles . . . . 

.  15 

.40 

Cincinnati  to  Elizabethtown,  409  miles. . . 

.25 

.60 

[Via  Cincinnati  and  New  Orleans  Packet  Company.] 


Meat. 

Whisky. 

Cincinnati  to  New  Orleans,  1,513  miles . 

$0.20 

.30 

Per  barrel. 
$1.08 
2.00 

Cincinnati  to  Leota  Landing,  1,043  . 

[Lower  Mississippi  River — Anchor  Line,  Saint  Louis  and  New  Orleans.] 


Classes. 


1. 

2. 

3. 

Memphis  to  New  Orleans,  775  miles . 

$0.35 

.50 

$0.32 

.40 

$0.26 

.35 

Memphis  to  Columbia,  Ark.,  216  miles . . . 

[Arkansas  River — Arkansas  River  Packet  Company.] 


Classes. 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

Memphis  to  Pine  Bluff,  200  miles. 
Memphis  to  Hopedale,  164  miles . 

$0.35 
.  50 

$0. 28 
.40 

$0. 25 
.35 

$0.22 

.30 

$0.15 

.25 

$0,181 

.40 

$0. Ill 
.30 

$0. 081 
.25 

[Green  and  Barren  rivers — Green  and  Barren  River  Navigation  Company.] 


Fourth  class 

Evansville  to  Bowling  Green,  125  miles _ $0.  17 

Evansville  to  Rochester,  Ky.,  75  miles _  .  25 

[Missouri  River — Missouri  River  Packet  Company.] 

Fourth  class. 

Booneville  to  Kansas  City,  214  miles _ $0.  15 

Booneville  to  Cambridge,  Mo.,  40  miles _  .  25 


[Upper  Mississippi  River.] 


Classes. 

1. 

2. 

3. 

Saint  Louis  to  Saint  Paul,  739  miles . 

$0. 90 
.35 

$0.25 

.30 

$0.20 

.25 

Saint  Louis  to  Cassville,  468  miles . . . 

DIGEST  OF  HEADINGS  ON  RAILWAY"  RATES. 


323 


Exhibit  C. — Table  showing  the  number  of  railway  stations,  terminal  and  junc¬ 
tion  points  in  the  Southern  States. 


State. 

Number  of 
local  points 
at  which  re¬ 
lief  has  not 
been  asked. 

Number  of 
terminal 
and  junction 
points  at 
which  relief 
has  been 
asked. 

Number  of 
terminal 
and  junction 
points  at 
which  relief 
has  not  beeD 
asked. 

Kentucky _ _ _ _ _ _ 

594 

5 

21 

Tennessee .  . . . 

303 

4 

12 

Alabama . . . . . .  . 

Georgia . . . .  . 

260 

270 

,§ 

lo 

16 

7 

Mississippi _ _  _ _ _ 

239 

6 

5 

Louisiana _ _  _ _ _ _ 

99 

1 

10 

Florida . . . . . . . . . 

246 

6 

14 

North  Carolina . . .  . 

139 

9 

7 

South  Carolina . . . _ . . . 

179 

8 

6 

Virginia . . . . . . . . . 

375 

9 

15 

. 

2,704 

71 

113 

LOUISVILLE  AND  NASHVILLE  RAILROAD  COMPANY. 

* 

Louisville,  Ky.,  October  16,  1905. 

Dear  Sir  :  Referring  to  your  letter  of  September  9,  concerning  the  corre¬ 
spondence  in  the  year  1887,  relative  to  the  application  made  by  this  company 
to  the  Interstate  Commerce  Commission  for  relief  from  the  operation  of  the 
fourth  section  of  the  act  to  regulate  commerce  so  far  as  the  rates  to  and  from 
certain  designated  points  and  points  intermediate  thereto  were  concerned. 

I  have  been  somewhat  delayed  in  answering  definitely  because  the  traffic 
department  has  been  much  occupied  with  important  special  work  in  the  way  of 
preparing  court  and  commission  cases,  etc.  I  also  find  that  it  will  be  impossible 
for  us  to  give  you  as  complete  and  detailed  information  as  is  called  for  by  your 
letter  in  the  limited  time  allowed. 

In  the  seventeen  years  which  have  ensued  the  correspondence  referred  to  by 
you,  the  changes  in  the  tariffs  have  been  almost  countless,  therefore  I  will  content 
myself  for  the  time  being  in  giving  you  some  outline  information  as  well  as  de¬ 
tailed  data  in  connection  with  representative  business,  with  request  that,  if  a 
complete  statement  is  desired,  we  be  allowed  more  time  in  which  to  get  it  to¬ 
gether. 

I. 

You  ask  to  be  informed  in  detail  whether  the  conditions  described  in  corre¬ 
spondence  referred  to  have  changed ;  and  if  so,  how  and  when.  So  far  as  we 
are  concerned  in  the  particular  shipping  points  and  destinations  named  in  the 
correspondence  of  1887,  the  circumstances  and  conditions  surrounding  the 
traffic  involved  are  practically  the  same  now  as  then,  except  that  extensions  of 
new  lines,  thus  opening  up  new  territories  of  supply,  the  increased  competition 
between  carriers  and  the  improvements  in  some  of  the  Government  waterways 
have  added  to  rather  than  lessened  the  necessities  of  the  adjustments,  the  only 
modification  in  the  measure  of  the  competition  being  the  absence  of  the  old 
Anchor  Line  of  boats  on  the  Mississippi  River.  There  is  still  active  boat  competi¬ 
tion  there,  but  it  is  not  of  precisely  the  same  character  as  in  1887. 

The  application  of  Mr.  M.  H.  Smith,  at  that  time  vice-president  of  the  Louis¬ 
ville  and  Nashville  Railroad,  filed  April  5,  1887,  for  relief  from  the  operation 
of  the  fourth  section  of  the  act  to  regulate  commerce,  covered  the  following 
cities  and  towns :  Frankfort,  Lexington,  Louisville,  Owensboro,  Henderson,  Ky. ; 
Evansville,  Ind. ;  Shawneetown,  East  St.  Louis,  Ill. ;  St.  Louis,  Mo. ;  Nashville, 
Clarksville,  Memphis,  Tenn. ;  Birmingham,  Montgomery,  Selma,  Mobile,  Ala. ; 
Pensacola,  Fla. ;  New  Orleans,  La.  The  conditions  necessitating  the  adjust¬ 
ment  of  rates  to  these  points  were  fully  outlined  in  said  petition  and,  as  stated 
above,  there  have  been  no  material  changes  in  these  conditions.  In  addition, 
statement  was  made  in  the  petition  of  Bowling  Green,  Ky.,  which  is  a  point 
located  on  the  main  line  of  the  Louisville  and  Nashville  Railroad,  between 
Louisville  and  Nashville,  at  the  crossing  of  the  Barren  River.  The  competition 


324 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


of  the  boats  operating  in  the  Ohio,  Green,  and  Barren  rivers  has  necessitated 
the  application  of  less  rates  between  the  various  Ohio  River  crossings  and 
Bowling  Green  than  in  effect  to  intermediate  local  stations. 

The  following  points  have  been  added  since  1887  to  the  list  of  points  on  the 
Louisville  and  Nashville  Railroad  Company’s  lines,  to  and  from  which  the 
published  rates  are  in  many  instances  less  than  the  rates  to  and  from  inter¬ 
mediate  local  stations  on  said  lines :  Alabama  City,  Anniston,  Ala.,  Atlanta, 
Ga.,  Attalla,  Columbiana,  Ala.,  Covington,  Ivy.,  Florence,  Gadsden,  Ala.,  Jenifer, 
Ala.,  Knoxville,  Tenn.,  Marietta,  Ga.,  Munford,  Ala.,  Paris,  Richmond,  Ivy., 
Sylacauga,  Ala.,  Sheffield,  Ala.,  Talladega,  Ala.,  Tuscumbia,  Ala.,  Winchester, 
Ky.  These  points  are  reached  either  by  extensions  of  branches,  construction 
of  new  lines,  or  by  purchase  of  existing  lines,  and  the  rates  as  found  in  effect 
thereto  were  simply  adopted  by  the  Louisville  and  Nashville  Railroad;  in 
other  words,  the  reason  for  the  adjustment  to  these  points  is  potential 
competition  of  carriers. 

The  following  points  not  located  on  the  Louisville  and  Nashville  Railroad  Com¬ 
pany’s  lines  in  1887,  but  which  are  now  reached  by  purchase  of  existing  lines  or 
by  construction  of  new  lines,  have  rates  which  are  in  many  instances  less  than 
to  intermediate  local  stations ;  a  description  of  the  governing  reasons  for 
such  an  adjustment  is  appended  in  connection  with  each  of  these  towns : 

Andalusia ,  Ala. — Located  at  the  crossing  of  the  Alabama  and  Florida  Rail¬ 
road  (Louisville  and  Nashville  Railroad)  and  the  Columbus  and  Andalusia 
division  of  the  Central  of  Georgia  Railway.  The  rates  from  the  West  thereto 
are  less  than  to  intermediate  points  on  the  Louisville  and  Nashville  Railroad 
to  the  extent  that  the  combination  of  published  tariff  rates  to  and  from  Colum¬ 
bus  or  Eufaula,  Ala.  (using  Central  of  Georgia  rates  from  these  points),  results 
in  less  rates  than  would  obtain  under  the  application  of  the  local  scale  of  this 
company,  and  to  the  extent  that  the  competition  of  the  Central  of  Georgia 
Railway  from  South  Atlantic  ports  and  from  the  East  necessitates  lower  figures 
to  keep  the  western  markets  in  line  with  these  others. 

Appalachia,  Va. — Located  on  the  Cumberland  Valley  division  of  the  Louis¬ 
ville  and  Nashville  Railroad  at  its  junction  with  the  Norfolk  and  Western 
Railway  and  with  the  Virginia  and  Southwestern  Railway.  The  rates  from 
the  West  thereto  are  less  than  to  intermediate  points  on  the  Louisville  and 
Nashville  to  the  extent  that  the  combination  of  tariff  rates  to  and  from  Bristol, 
Tenn.,  via  the  Virginia  and  Southwestern  Railway,  results  in  lower  rates 
than  would  obtain  under  the  local  scale  of  this  company ;  and  to  the  extent 
that  the  competition  of  the  Norfolk  and  Western  Railway  direct  and  the 
Southern  Railway  and  the  Virginia  and  Southwestern  Railway  via  Bristol 
from  the  East  necessitates  figures  to  keep  the  western  markets  in  proper  line 
with  the  eastern. 

Belleville,  III. — Large  manufacturing  center,  located  on  the  Louisville  and 
Nashville  Railroad,  Southern  Railway,  and  Illinois  Central  Railroad,  about  17 
miles  east  of  St.  Louis.  St.  Louis  rates  have  been  applied  by  these  lines  for 
many  years  between  Belleville  and  all  points  south. 

Big  Stone  Gap,  Va. — Located  on  the  Cumberland  Valley  division  of  the 
Louisville  and  Nashville  Railroad  and  on  the  Virginia  and  Southwestern  Rail¬ 
way.  The  circumstances  and  conditions  are  practically  as  at  Appalachia. 

Calera,  Ala. — Located  on  the  South  and  North  Alabama  division  of  the 
Louisville  and  Nashville  Railroad,  33  miles  south  of  Birmingham,  at  the  cross¬ 
ing  of  the  Southern  Railway’s  line  from  Rome  through  Anniston  to  Selma. 
The  rates  to  this  point  from  the  West  are  less  than  to  intermediate  points 
to  the  extent  that  the  combination  of  tariff  rates  to  and  from  Anniston, 
Talladega,  Montgomery,  Birmingham,  etc.,  results  in  less  through  rates  than 
they  would  otherwise  be  on  this  company’s  local  scale;  and  to  the  extent 
that  the  competition  of  the  Southern  Railway  from  South  Atlantic  ports, 
eastern  cities,  and  West,  necessitates  the  application  of  such  “  competitive  ” 
figures. 

Central  City,  Ky. — Located  on  the  Owensboro  and  Nashville  division  of  the 
Louisville  and  Nashville  Railroad,  at  the  crossing  of  the  Louisville  division 
of  the  Illinois  Central  Railroad.  The  competition  between  these  two  roads  and 
the  fact  that  in  some  instances  the  application  of  one  road’s  local  scale  makes 
lesser  figures  than  the  application  of  the  other’s  local  scale  has  resulted  in 
lower  figures  from  certain  points  to  Central  City  than  in  effect  to  intermediate 
local  stations. 

Cumberland  City,  Tenn. — Located  on  the  Memphis  line  of  the  Louisville  and 
Nashville  Railroad  and  on  the  Cumberland  River.  The  town  is  served  by  boats 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


325 


operating  on  the  Cumberland  River,  whose  plane  of  rates  is  comparatively  low. 
It  has  been  found  necessary,  therefore,  for  this  company  to  accept  to  and  from 
Cumberland  City  approximately  the  same  rates  as  we  accept  to  and  from  Clarks¬ 
ville,  in  order  to  meet  the  boat  competition.  Clarksville  is  also  a  river  point. 

Decatur  and  New  Decatur,  Ala. — Located  at  the  junction  of  the  Nashville  and 
Decatur  and  the  South  and  North  Alabama  divisions  of  the  Louisville  and  Nash¬ 
ville  Railroad,  and  on  the  line  of  the  Southern  Railway  between  Memphis  and 
Chattanooga,  and  at  the  crossing  of  both  lines  of  the  Tennessee  River.  The 
competition  existing  between  the  three  controlling  interests  has  resulted  in 
lesser  rates  from  practically  all  points  than  to  intermediate  local  stations. 

Elizabethtown ,  Ky. — Located  on  the  main  line  of  the  Louisville  and  Nashville 
Railroad  and  on  the  Hodgensville  branch  of  the  Illinois  Central  Railroad.  The 
conditions  surrounding  traffic  to  and  from  Elizabethtown  are  substantially 
similar  to  those  described  above  as  in  connection  with  Central  City  traffic,  and 
have  necessitated  lower  rates  from  certain  points  than  in  effect  to  intermediate 
local  stations. 

Florence,  Sheffield,  and  Tuscumbia,  Ala. — Located  at  the  southern  end  of  this 
company's  Nashville,  Florence,  and  Sheffield  division,  and  also  on  the  Memphis 
division  of  the  Southern  Railway,  and  on  the  Tennessee  River.  Competition 
between  these  three  factors  has  resulted  in  less  rates  to  each  of  them  than  to 
intermediate  local  stations. 

Gracey,  Ky. — One  of  the  termini  of  the  Clarksville  and  Princeton  division  of 
the  Louisville  and  Nashville  Railroad  and  on  the  Henderson  division  of  the 
Illinois  Central  Railroad.  The  conditions  surrounding  the  traffic  to  and  from 
Gracey  and  certain  points  are  the  same  as  described  above  as  in  connection  with 
Central  City  business. 

Gulfport,  Miss. — Located  on  the  New  Orleans  and  Mobile  division  of  the 
Louisville  and  Nashville  Railroad  and  at  the  southern  terminus  of  the  Gulf 
and  Ship  Island  Railroad,  which  extends  thence  to  Jackson,  Miss.,  where  it 
connects  with  the  Illinois  Central  Railroad  for  points  north  and  west.  It  is  also 
located  on  the  Gulf  of  Mexico  and  is  reached  by  steamers  plying  between  points 
on  the  Gulf  coast,  and  is  affected  particularly  by  sailing  vessel  competition. 
The  Illinois  Central  and  the  Gulf  and  Ship  Island  roads  found  it  necessary  to 
establish  New  Orleans  rates  from  all  northern  and  western  points  to  Gulfport. 
This  company  lately  met  the  competition  thus  established,  and,  owing  to  the 
competition  of  markets  of  supply,  relative  rates  have  been  established  from 
points  not  reached  by  the  Illinois  Central  and  Gulf  and  Ship  Island  roads.  The 
competition  therefore  at  Gulfport,  not  being  found  potential  at  intermediate 
local  stations,  results  in  higher  rates  from  the  various  markets  to  the  latter. 

Hopkinsville,  Ky. — Located  on  the  Henderson  division  of  the  Louisville  and 
Nashville  Railroad  and  on  the  Henderson  division  of  the  Illinois  Central  Rail¬ 
road.  In  addition  it  is  the  western  terminus  of  the  Tennessee  Central  Rail¬ 
way,  extending  from  Harriman,  Tenn.,  through  Nashville.  The  competition 
existing  between  these  three  roads,  and  the  fact  that  from  certain  points  the 
applicaion  of  one  road’s  local  scale  has  resulted  in  lesser  rates  than  under  the 
application  of  another  line’s,  has  brought  about  lower  rates  from  the  same 
shipping  points  than  in  effect  to  immediate  local  stations. 

Humbolt ,  Tenn. — Located  on  the  Memphis  line  of  the  Louisville  and  Nashville 
Railroad,  at  the  crossing  of  the  main  line  of  the  Mobile  and  Ohio  Railroad, 
extending  from  St.  Louis  through  Cairo.  The  competition  existing  between 
these  two  roads,  together  with  the  fact  that  the  application  of  one  road’s  local 
scale  makes  less  rates,  in  some  instances,  than  the  application  of  the  other’s, 
has  resulted  in  lower  rates  from  certain  points  to  Humboldt  than  in  effect  to 
intermediate  local  stations. 

Ironaton,  Ala. — Located  on  the  Alabama  Mineral  division  of  the  Louisville 
and  Nashville  Railroad.  There  is  a  large  pig-iron  furnace  at  this  point,  and 
the  rate  adjustment  necessary  for  the  establishment  and  maintenance  of  this 
industry  has  resulted  in  lower  rates  thereto,  in  a  number  of  instances,  than  in 
effect  to  intermediate  local  stations. 

Jellico,  Tenn. — Located  on  the  Knoxville  division  of  the  Louisville  and 
Nashville  Railroad  and  on  the  Iv.  and  O.  division  of  the  Southern  Railway  run¬ 
ning  form  Jellico  to  Knoxville.  Waldens  Ridge  branch  of  the  Southern  Rail¬ 
way,  extending  from  Harriman,  where  it  connects  with  the  Cincinnati,  New 
Orleans  and  Texas  Pacific  Railway,  forms  a  competitive  through  route  from 
the  west,  with  such  line  through  Knoxville  forming  one  from  the  east.  Com¬ 
petition  hereat  is  relatively  very  active,  as  between  the  eastern  and  western 


326 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


markets,  and  has  resulted  in  rates  from  many  of  our  shipping  points  being 
less  thereto  than  to  intermediate  local  stations. 

Junction  City,  Ky. — Located  on  the  Knoxville  branch  of  the  Louisville  and 
Nashville  Railroad  and  on  the  main  line  of  the  Cincinnati,  New  Orleans  and 
Texas  Pacific  Railway,  121  miles  south  of  Cincinnati  and  39  miles  south  of 
Lexington.  The  distances  via  this  company’s  rails  are:  From  Cincinnati, 
162  miles;  from  Lexington,  131  miles.  This  company  has  found  it  necessary, 
from  Cincinnati  and  Lexington,  to  meet  the  rates  of  the  short  line,  and  to  put 
competitive  markets,  such  as  Louisville,  St.  Louis,  etc.,  in  line  on  proper  relative 
basis.  This  results  in  the  application  of  lower  rates,  in  many  instances,  to 
Junction  City  than  in  effect  to  intermediate  local  stations. 

Marietta ,  Ga. — Located  on  the  Atlanta  division  of  the  Louisville  and  Nashville 
Railroad  and  on  the  main  line  of  the  Western  and  Atlantic  Railroad,  20  miles 
north  of  Atlanta.  The  rates  to  this  point  from  the  west  are  less  than  to  inter¬ 
mediate  local  stations,  to  the  extent  that  the  combination  of  published  tariff 
rates  to  and  from  Atlanta  or  to  and  from  Chattanooga  has  resulted  in  less 
rates  than  would  be  obtained  under  the  application  of  this  company’s  local 
scale. 

Maysville,  Ky. — Northeastern  terminus  of  the  Maysville  branch  of  the  Louis¬ 
ville  and  Nashville  Railroad,  and  is  on  the  main  line  of  the  Chesapeake  and 
Ohio  Railway,  64  miles  east  of  Cincinnati.  It  is  also  on  the  Ohio  River,  and 
thus  has  the  advantage  of  boat  transportation  to  and  from  the  various  Ohio 
River  points.  The  competition  thus  existing  has  resulted  in  less  rates  from 
certain  points  thereto  than  in  effect  to  intermediate  local  stations. 

McKenzie ,  Tenn. — Located  on  the  Memphis  line  of  the  Louisville  and  Nash¬ 
ville  Railroad,  113  miles  northeast  of  Memphis,  and  on  the  northwestern  divi¬ 
sion  of  the  Nashville,  Chattanooga  and  St.  Louis  Railway,  extending  from 
Hickman  to  Nashville.  The  latter  line  connects  at  Martin,  Tenn.,  with  the 
Illinois  Central  and  at  Union  City  with  the  Mobile  and  Ohio  Railroad,  handling 
traffic  to  and  from  all  points  north  and  west.  The  competition  thus  existing 
between  the  roads,  together  with  the  fact  that  the  application  of  one  road’s 
local  scale  makes  less  rates  in  some  instances  than  the  application  of  another 
road’s  local  scale,  has  resulted  in  less  rates  from  certain  points  to  McKenzie 
than  in  effect  to  intermediate  local  stations. 

Middlesboro  and  Cumberland  Gay ,  Tenn. — Located  on  this  company’s  Cum¬ 
berland  Valley  division  and  on  the  Middlesboro  branch  of  the  Southern  Rail¬ 
way,  extending  from  Knoxville.  The  competitive  conditions  existing  at  both 
points  are  almost  precisely  like  those  existing  at  Jellico,  as  described  above. 

Midway,  Ky. — Located  on  the  Lexington  branch  of  the  Louisville  and  Nash¬ 
ville  Railroad  and  on  the  Georgetown  branch  of  the  Southern  Railway  in 
Kentucky.  The  competition  of  these  two  roads,  together  with  the  fact  that 
the  application  of  one  road’s  local  scale  makes  less  rates  in  some  instances  than 
the  application  of  the  other’s  local  scale,  has  resulted  in  lower  rates  from  cer¬ 
tain  points  to  Midway  than  to  intermediate  local  stations. 

Milan,  Tenn. — Located  on  the  Memphis  line  of  the  Louisville  and  Nashville 
Railroad,  93  miles  northeast  of  Memphis,  and  on  the  main  line  of  the 
Illinois  Central  Railroad,  extending  from  Cairo  south  through  Milan  to  New 
Orleans.  The  conditions  described  as  obtaining  at  Humboldt,  Tenn.,  apply  in 
practically  the  same  measure  at  this  point. 

' 'Norton ,  Va. — The  eastern  terminus  of  the  Cumberland  Valley  division  of  the 
Louisville  and  Nashville  Railroad  and  western  terminus  of  the  Clinch  Valley 
division  of  the  Norfolk  and  Western  Railway.  The  rates  from  the  west  to 
this  point  are  less  than  to  intermediate  local  stations  on  this  company’s  line 
to  the  extent  that  the  combination  of  rates  to  and  from  Lynchburg  and  Roa¬ 
noke,  Va.,  etc.,  results  in  lower  rates  than  would  obtain  under  application  of  the 
local  scale  of  this  company,  and  to  the  extent  that  the  competition  of  the 
Norfolk  and  Western  Railway,  from  Cincinnati  and  other  Ohio  points  and 
from  the  east,  necessitates  the  application  of  lower  rates  to  Norton  than  to 
intermediate  points. 

Nortonville,  Ky. — Located  on  the  Henderson  division  of  the  Louisville  and 
Nashville  Railroad  and  on  the  Louisville  division  of  the  Illinois  Central  Rail¬ 
road,  between  Louisville  and  Paducah.  The  conditions  as  described  in  connec¬ 
tion  with  Central  City  traffic  apply  also  as  to  Nortonville  traffic. 

Paris,  Tenn. — Located  on  the  Memphis  line  of  the  Louisville  and  Nashville 
Railroad,  130  miles  northeast  of  Memphis,  and  on  the  Memphis  and  Paducah 
division  of  the  Nashville,  Chattanooga  and  St.  Louis  Railway.  The  conditions 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


827 


•described  as  obtaining  at  McKenzie,  Tenn.,  apply  practically  the  same  at  Paris 
as  well. 

Prattville ,  Ala. — Located  on  the  Prattville  branch  of  the  Louisville  and  Nash¬ 
ville  Railroad,  about  18  miles  northwest  of  Montgomery,  Ala.,  and  on  the  Mont¬ 
gomery  division  of  the  Mobile  and  Ohio  Railroad.  The  competition  thus  result¬ 
ing  necessitates  the  application  of  lower  rates  than  would  otherwise  be  the  case, 
and  consequently,  in  a  number  of  instances,  intermediate  local  rates  are  higher. 

River  Junction,  Fla. — Is  the  terminus  of  the  Pensacola  and  Atlantic  division 
of  the  Louisville  and  Nashville  Railroad,  where  it  connects  with  the  Atlantic 
Coast  Line  and  the  Seaboard  Air  Line.  The  point  is  nearly  equidistant  between 
Pensacola  on  the  west  and  Jacksonville  on  the  east.  It  is  also  located  on  the 
Chattahoochee  River,  and  is  reached  by  boats  plying  between  points  on  the 
Chattahoochee  and  Apalachicola  rivers.  Competition  between  markets  and 
boat  competition  has  resulted  in  less  rates,  in  many  instances,  than  to  inter¬ 
mediate  local  stations. 

Shelby,  Ala. — Located  on  the  Alabama  Mineral  division  of  the  Louisville  and 
Nashville  Railroad,  extending  from  Calera  to  Attalla,  Ala.  There  are  large  pig- 
iron  furnaces  at  this  point,  and  the  rate  adjustment  necessary  for  the  establish¬ 
ment  and  maintenance  of  these  industries  has  resulted  in  the  application  of 
lower  rates  in  some  instances  than  in  effect  to  intermediate  local  stations. 

Shelby  City,  Ky. — Located  on  this  company’s  Knoxville  branch,  1  mile  east 
of  Junction  City,  whose  competitive  conditions,  as  described  above,  also  govern 
the  adjustment  of  rates  to  Shelby  City,  owing  to  the  existence  of  wagon  trans¬ 
fer  lines  between  the  two  points. 

Shelbyville,  Ky. — Located  on  the  Shelby  branch  of  the  Louisville  and  Nash¬ 
ville  Railroad  and  on  the  main  line  of  the  Southern  Railway  in  Kentucky. 
The  competition  between  these  two  roads,  together  with  the  fact  that  the  appli¬ 
cation  of  one  road’s  local  scale  makes  less  rates  than  the  application  of  the  other 
road’s  local  scale,  has  resulted  in  less  rates  from  certain  points  to  Shelbyville 
than  in  effect  to  intermediate  local  stations. 

South  Calera,  Ala. — Is  practically  the  same  town  as  Calera,  Ala.,  and  takes 
the  same  rates. 

Walton,  Ky. — Located  on  the  Cincinnati  division  of  the  Louisville  and  Nash¬ 
ville  Railroad  and  on  the  main  line  of  the  Cincinnati,  New  Orleans  and  Texas 
Pacific  Railway,  between  Cincinnati  and  Lexington.  The  conditions  governing 
here  are  practically  the  same  as  described  in  the  case  of  Shelbyville. 

Wellington,  Ala. — Located  on  the  Alabama  Mineral  division  of  the  Louisville 
and  Nashville  Railroad  and  on  the  Birmingham  division  of  the  Seaboard  Air 
Line  Railway.  The  rates  to  this  point  from  the  west  are  less  than  to  inter¬ 
mediate  local  stations  to  the  extent  that  the  combination  of  tariff  rates  to  and 
from  Atlanta,  Birmingham,  Gadsden,  Anniston,  etc.,  results  in  less  rates  than 
would  govern  under  this  company’s  local  scale,  and  to  the  extent  that  the  com¬ 
petition  of  the  Seaboard  Air  Line  from  South  Atlantic  ports,  eastern  cities,  etc., 
necessitates  the  application  of  lower  rates  to  Wellington  than  to  intermediate 
local  stations. 

Wetumpka,  Ala. — Located  on  the  Wetumpka  branch  of  the  Louisville  and 
Nashville  Railroad,  about  18  miles  northeast  of  Montgomery,  Ala. ;  also  located 
on  the  Alabama  River,  and  the  competition  of  boats  on  the  said  river  and  of  wagon 
lines  between  Montgomery  and  Wetumpka  has  resulted  in  the  application  of 
through  rates  from  the  west  sightly  higher  than  the  rates  in  effect  in  Mont¬ 
gomery.  ' 

Worthville.  Ky. — Located  on  the  Cincinnati  division  of  the  Louisville  and 
Nashville  Railroad,  between  Cincinnati  and  Louisville,  at  the  road’s  crossing  of 
the  Kentucky  River.  Through  boats  ply  between  Louisville  and  Worthville  and 
points  beyond,  and  business  from  Cincinnati  via  boat  is  transshipped  at  Carroll¬ 
ton,  Ky.,  and  in  order  to  meet  this  competition  it  has  been  found  necessary  to 
accept  materially  less  rates  between  Louisville  and  Cincinnati,  on  the  one  hand, 
and  Worthville.  on  the  other,  than  in  effect  to  intermediate  local  stations. 

There  are  quite  a  number  of  points  located  in  the  immediate  vicinity  of  Bir¬ 
mingham  (or  in  what  is  known  as  the  “  Birmingham  district  ”),  at  which  points 
there  are  pig-iron  furnaces  and  other  iron  and  steel  industries,  and  it  has  been 
found  necessary,  to  establish  and  maintain  such  industries,  to  adopt  rates  to 
and  from  these  points  and  various  other  places  on  the  Louisville  and  Nashville’s 
rails  on  the  same  basis,  or  a  slightly  higher  basis,  than  in  effect  to  Birmingham. 
These  points  are  also,  in  most  instances,  reached  by  the  rails  of  other  lines. 
They  are  Bessemer,  Blocton,  Blocton  Junction,  Boyles,  Ensley,  Gate  City,  Gras- 


328 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


selli,  Gurnee,  North  Birmingham,  Owetah,  Oxmoor,  Pratt  City,  Ruffner,  Truss- 
ville,  Woodlawn,  and  Woodward,  Ala. 

The  following  points,  located  on  the  St  Louis  division  of  the  Louisville  and 
Nashville  Railroad  between  Evansville,  Ind.,  and  East  St.  Louis,  Ill.,  are  junc¬ 
tion  poihts  with  the  various  northern  roads,  which  roads  operate  rates  gov¬ 
erned  by  the  “  Official  ”  classification,  while  the  rates  of  the  Louisville  and 
Nashville  Railroad  are  subject  to  the  “  Southern  freight  ”  classification  with 
Louisville  and  Nashville  local  exceptions  thereto,  viz :  Ashley,  Carmi,  Cypress 
Junction,  Eldorado,  Enfield,  Mount  Vernon,  Ill.;  Mount  Vernon,  Ind.,  Nashville 
and  Shawneetown,  Ill.  At  these  points  this  company  has  found  it  necessary  to 
meet  the  rates  operated  by  the  northern  lines  from  such  cities  as  Cincinnati, 
Louisville,  East  St.  Louis,  etc.,  thus  resulting  in  the  application  of  less  rates 
to  these  junction  points  than  in  effect  to  intermediate  local  stations. 

Shawneetown,  Ill.,  was  mentioned  in  the  petition  of  April  5,  1887,  because  it 
is  a  point  located  on  the  Ohio  River  and  is  affected  by  boat  competition.  The 
same  is  true  of  Mount  Vernon,  Ind.,  from  which  we  have  found  it  necessary  to 
establish  Evansville  rates  to  the  south. 

I  referred  to,  in  the  description  of  conditions  at  many  of  these  junctions, 
“competition  between  railroads.”  To  make  this  clear,  I  beg  to  illustrate: 
Humboldt,  Tenn.,  the  junction  of  the  Memphis  line  of  the  Louisville  and  Nash¬ 
ville  Railroad  and  the  main  line  of  the  Mobile  and  Ohio  Railroad,  has  lower 
rates  from  St.  Louis  than  would  apply  under  the  local  scale  of  the  Louisville 
and  Nashville  via  its  long  haul ;  in  other  words,  the  primary  basis  of  the  rates 
from  St.  Louis  is  the  local  tariff  of  the  Mobile  and  Ohio  Railroad.  The  Louis¬ 
ville  and  Nashville  Railroad  contends  that  Louisville  should  have  no  higher 
rates  than  St.  Louis.  To  apply  this  basis  logically  the  resultant  figures  from 
both  points  are  the  lower  of  either  the  Louisville  and  Nashville’s  rates  from 
Louisville  or  the  Mobile  and  Ohio’s  rates  from  St.  Louis.  Cincinnati,  Evans¬ 
ville,  etc.,  are  kept  in  line  with  St.  Louis  and  Louisville  on  a  competitive  basis. 
Again,  at  Jellieo,  Tenn.,  the  Louisville  and  Nashville  Railroad  is  anxious  to  do^ 
business  from  Cincinnati,  Louisville,  St.  Louis,  etc.  The  Southern  Railway,  on 
the  other  hand,  is  unwilling  to  see  the  shippers  at  New  York,  Richmond,  Lynch¬ 
burg,  etc.,  kept  out  of  the  markets,  and  between  these  two  competitive  forces 
fair  relative  rates  are  established.  In  the  case  of  stations  intermediate  to 
Humboldt  our  rates  from  St.  Louis  are  established,  as  compared  with  Louis¬ 
ville,  on  a  fair  basis,  considering  our  long  haul  through  Evansville.  In  the  case 
of  our  local  stations  intermediate  to  Jellieo  the  eastern  markets  have  not  the 
advantage  over  Louisville  and  Cincinnati  that  they  have  in  the  case  of  JellicO' 
proper ;  hence  the  competition  we  find  thereat  is  not  so  potential  as  at  the 
junction  points. 

Inclosed  herewith  is  a  statement  marked  “A,”  which  is  a  list  of  the  common 
and  junction  points  on  the  Louisville  and  Nashville  Railroad  between  whictr 
rates  are  less  than  to  and  from  intermediate  local  stations.  You  understand 
that  the  junction  rates  are  not  invariably  less,  as  we  always  try  to  observe 
the  local  scale  as  maximum  to  the  junctions. 

Also  herewith  is  a  statement  marked  “  B,”  which  gives  a  list  of  the  common 
and  junction  points  in  the  territory  south  of  the  Ohio  and  Potomac  rivers  and 
east  of  the  Mississippi  river  between  which  the  rates  are  less  than  the  rates 
to  and  from  intermediate  local  stations. 

So  far  as  the  points  not  located  on  the  rails  of  the  Louisville  and  Nashville 
Railroad  are  concerned,  I  have  not  given  you  any  detailed  information,  because 
this,  I  believe,  you  will  secure  direct  from  other  lines,  and  there  is  no  use  of 
any  duplication. 

Statements  A  and  B  both  show  the  roads  and  rivers  or  other  navigable  bodies 
of  water  on  which  the  cities  and  towns  named  therein  are  located. 

II. 

You  also  request  the  rates  now  in  effect  between  the  points  referred  to  in  the 
correspondence,  showing  what  changes  have  been  made  since  1887,  together  with 
dates  on  which  said  changes  occurred  and  the  reasons  for  which  such  changes 
were  made.  As  stated  to  you  in  the  preface  of  this  letter,  it  has  not  been 
found  practicable  to  compile  within  the  limited  time  allowed  a  statement  show¬ 
ing  the  changes  in  all  of  the  rates  to  and  from  all  of  the  points  outlined  in  the 
correspondence  which  you  inclosed ;  but  we  have  compiled,  and  you  will  find 
attached,  a  statement  marked  “  C,”  showing  the  changes  in  rates  on  classes  1  to 
F,  inclusive,  from  Cincinnati,  Louisville,  St.  Louis,  and  New  Orleans  to  Anniston. 
Ala.,  Atlanta,  Ga.,  Birmingham,  Ala.,  Chattanooga,  Tenn.,  Decatur,  Ala.,  Flor- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


329> 


ence,  Ala.,  Gadsden,  Ala.,  Knoxville,  Tenn.,  Macon,  Ga.,  Memphis,  Tenn.,  Mo¬ 
bile,  Ala.,  Montgomery,  Ala.,  Nashville,  Tenn.,  New  Orleans,  La.,  Pensacola, 
Fla.,  and  Savannah,  Ga.,  during  the  period  October  1,  1887,  to  October  1, 
1905,  showing  the  dates  of  the  various  changes.  These  are  representative 
points  and,  generally  speaking,  the  raising  and  lowering  of  the  rates  thereto 
have  affected  the  surrounding  territories  to  the  same  extent.  The  first  six 
classes  represent  the  rates  under  which  the  general  merchandise  moved,  class  B 
the  packing-house  product  rates,  and  classes  C,  D,  and  F  the  rates  on  grain, 
grain  products,  and  hay. 

A  separate  statement,  marked*  “  D,”  has  been  prepared  showing  a  comparison 
of  the  rates  in  effect  on  October  1,  1905,  with  those  in  effect  on  October  1,  1887, 
from  Louisville,  Ivy.,  to  New  Orleans,  La.,  and  from  Louisville,  Ivy.,  to  Atlanta, 
Ga.  The  latter  statement  will  show  you  the  decided  reductions  that  have  been 
made  in  certain  commodities.  You  understand'that  in  1887  many  of  the  articles 
now  having  “  commodity  ”  rates  were  handled  under  class  rates.  It  is  because 
of  these  numerous  commodity  additions  (brought  about  by  reason  of  the  ne¬ 
cessity  for  having  comparatively  low  rates  on  raw  materials  and  goods  for 
manufacture,  and  competition  existing  from  the  East)  that  a  detailed  statement 
will  be  so  long  in  compiling.  However,  a  history  has  been  prepared  of  the  rates 
and  changes  in  the  rates  on  the  classes  from  Louisville  to  Atlanta  during  the 
period  covered  by  statement  C,  which  we  think  will  give  you  a  fair  idea  of  the 
conditions  and  reasons  governing  the  various  changes  made  in  the  southern 
rate  adjustment  during  that  period — this  coupled  with  the  advice  just  given  as 
to  the  commodity  figures.  Such  information  will  show  that,  while,  the  rates 
from  the  various  Ohio  and  Mississippi  River  crossings  have  fluctuated  more  or 
less,  the  general  trend  of  them  has  been  downward,  the  tendency  being  uni¬ 
formly  toward  reductions.  The  comparison  between  the  present  class  and  com¬ 
modity  rates  to  Atlanta  as  per  statement  D,  shows  that  the  existing  figures  on 
classes  are  approximately  8.1  per  cent  less  than  those  in  effect  in  1887,  that  the 
present  rates  on  commodities  are  approximately  40.S  per  cent  less  than  those 
in  effect  in  1887,  and  that  all  the  rates  on  both  classes  and  commodities  are  ap¬ 
proximately  39.2  per  cent  less. 

The  comparison  between  the  rates  on  classes  and  commodities  between  Louis¬ 
ville  and  New  Orleans  with  those  in  effect  on  October  1,  1887,  shows  that  the 
former,  so  far  as  classes  are  concerned,  are  approximately  the  same,  but  that  the 
present  rates  on  the  commodities  are  approximately  26.8  per  cent  lower  than 
those  governing  in  1887.  I  should  say  that  about  90  per  cent  of  the  business 
from  the  West  to  New  Orleans  is  handled  under  the  commodity  figures. 

The  history  of  the  rates  from  Louisville  to  Atlanta  during  the  period  October 
1,  1887,  to  date  is  as  follows : 

(a)  On  date  named  they  were  : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

tor 

92 

81 

68 

56 

46 

28 

36 

31 

27 

48 

53 

54 

(&)  The  first  change,  effective  June  1 6,  1888,  was  a  reduction  of  10  cents  per 
hundred  pounds  on  classes  C  and  D  and  20  cents  per  barrel  on  class  F  (which 
three  classes  embrace  grain  and  grain  products)  ;  effective  July  16,  1888,  reduc¬ 
tion  of  6  cents  per  hundred  pounds  was  also  made  on  class  B  (which  includes 
meats  and  other  packinghouse  products).  The  open  reductions  by  this  com¬ 
pany  were  made  because  of  irregularities  in  connection  with  the  movement  via 
other  lines.  Evidences  of  proper  maintenance  of  tariffs  having  been  shown,  the 
rates  were  restored,  effective  August  1,  1888,  to  those  in  effect  immediately 
prior  to  the  reductions. 

(c)  Effective  September  17,  1889,  in  order  to  compete  from  the  West  on  a 
relative  basis  with  the  reduced  rates  established  by  the  Richmond  and  Danville 
Railroad  and  other  carriers  operating  from  Baltimore  and  other  eastern  cities, 
this  company  established  the  following  reduced  rates  from  Louisville,  with  the 
rates  from  other  Ohio  and  Mississippi  River  crossings  in  line: 


1. 

2. 

3. 

4. 

5. 

E. 

101 

84 

75 

61 

51 

45 

330 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


These  rates  remained  in  effect  until  October  16,  1889,  when  they  were  restored 
to  the  former  figures,  the  differences  between  the  eastern  lines  which  had  led  to 
the  reductions  from  the  East  having  been  reconciled. 

( d )  Effective  September  1,  1891,  the  following  reductions  were  made  in  the 
rates  from  Louisville  to  Atlanta : 


B. 

C. 

D. 

F. 

1 

3 

3 

6 

Corresponding  reductions  were  made  at  the  same  time  from  all  Ohio  and 
Mississippi  River  crossings  to  Atlanta,  Columbus,  and  Macon,  Ga.,  and  Eufaula, 
Ala.  This  reduction  was  caused  by  agitation  on  the  part  of  Columbus  mer¬ 
chants,  who  claimed  that  the  rates  from  the  West  to  Columbus  were  unrea¬ 
sonably  high  as  compared  with  those  from  the  same  points  to  Montgomery. 
There  was  also  some  complaint  on  the  part  of  the  Atlanta  merchants  with 
regard  to  the  rates  from  the  West  thereto  versus  rates  from  the  West  to  Annis¬ 
ton,  Ala.,  etc.  In  order  to  satisfy  these  complaints  reductions  referred  to  above 
were  made.  In  September,  1892,  an  effort  was  made  to  advance  these  rates  3 
cents  per  hundred  pounds,  and  such  advanced  rates  were  actually  published, 
effective  September  5,  but  before  they  could  become  effective  it  was  found 
to  be  impracticable  to  make  the  change  and  the  former  figures  were  restored. 

(e)  Effective  March  6,  1894,  on  account  of  certain  lines  having  cut  the  pub¬ 
lished  rates  on  grain  from  the  West  to  the  Southeast,  the  rates  on  classes  C,  D, 
and  F  from  all  the  Ohio  and  Mississippi  river  crossings  to  all  southeastern 
points,  including  Atlanta,  Ga.,  were  reduced  7  cents  per  hundred  pounds,  or  14 
cents  per  barrel,  and  effective  March  13,  1894,  a  still  further  reduction  of  3  cents 
per  hundred  pounds  was  made,  the  normal  figures  being  restored  April  2,  1894. 

( f )  Owing  to  reductions  made  by  the  Clyde  Line  in  May,  1894,  from  New 
York  to  Charleston,  S.  C.,  and  to  southeastern  points  on  basis  of  Charleston 
combination,  other  lines  handling  business  from  the  East  to  the  Southeast  first 
met  the  Clyde  Line’s  reductions,  and  later  made  further  reductions  in  the  rates 
from  the  East  to  the  South  and  Southeast.  These  reduced  rates  were  approxi¬ 
mately  only  35  per  cent  of  the  rates  formerly  in  effect,  and  were  adopted  for  the 
purpose  of  doing  away  with  the  demoralization  existing  and  the  secret  cuts 
which  were  supposed  to  be  used  in  connection  with  the  rates  from  the  East  to  the 
South.  The  reduced  rates  from  the  East  became  effective  June  2,  1894,  and  in 
order  to  put  the  western  markets  and  lines  on  a  parity  with  the  eastern  markets 
and  lines  a  reduction  of  approximately  60  per  cent  less  than  the  rates  formerly 
in  effect  was  made  in  the  rates  from  the  West  to  the  Southeast,  effective  June  9, 
1894.  The  reduced  rates  from  Louisville  to  Atlanta  were  as  follows : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

38 

32 

28 

24 

20 

16 

16 

The  reduction  from  the  West  was  limited  to  the  numbered  classes  and  to  class 
A,  and  did  not  apply  on  classes  B,  C,  D,  E,  H,  and  F,  nor  on  hay,  straw,  flax¬ 
seed  meal,  less  carloads,  nor  on  beer,  cerealine,  and  whisky.  The  reduced  rates 
remained  in  effect  until  August  1,  1894,  wrhen  rates  from  the  East  and  from  the 
West  to  the  Southeast  were  restored  to  the  normal  basis,  satisfactory  assurances 
having  been  given  that  the  irregular  practices  which  had  caused  the  reductions 
would  be  discontinued. 

( g )  Effective  May  7,  1895,  the  rate  on  class  B  from  the  West  to  the  South¬ 
east  was  reduced  5  cents  per  hundred  pounds,  which  made  the  Louisville  to 
Atlanta  rate  30  cents.  Evidence  had  been  obtained  by  this  company  indicating 
that  there  had  been  surreptitious  reductions  of  from  4  to  8  cents  per  hundred 
pounds.  This  figure  remained  in  effect  until  June  12,  1895,  the  causes  leading 
to  the  reduction  having  been  removed. 

(h)  In  May,  1895,  it  having  been  found  that  this  company’s  competitors  were 
apparently  not  maintaining  published  proportions  on  grain  and  grain  products, 
the  Louisville  and  Nashville  reduced  its  tariff  rates  5  cents  pev  hundred  pounds 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


331 


on  classes  C,  D,  and  F  to  the  principal  points  in  the  Southeast.  The  initial 
action,  however,  was  taken  by  the  lines  from  Cairo  and  Memphis.  The  change 
was  made  effective  June  1,  IS95,  and  made  the  rates  from  Louisville  to  Atlanta: 


c. 

D. 

F. 

| 

23 

19 

38 

It  having  been  determined  that  the  irregular  practices  which  led  to  the  reduc¬ 
tions  would  be  discontinued,  the  rates  were  restored  to  normal  basis,  effective 
September  16,  1895. 

(i)  Effective  June  16,  1896,  the  rates  on  all  classes  (with  the  exception  of 
classes  C,  D,  and  F)  from  Louisville  to  Atlanta  were  reduced  to  the  following 
figures : 


i 

1.  |  2. 

3. 

4. 

5. 

6. 

A. 

B. 

E. 

H. 

87  i  77 

1 

59 

45 

37 

35 

23 

34 

41 

46 

The  amounts  of  the  reductions  were:  26,  15,  22.  23,  19,  11,  5,  1,  7,  7. 

The  rates  from  all  Ohio  and  Mississippi  River  crossings  to  other  southeastern 
common  and  basing  points  were  similarly  affected.  The  change  was  caused  by 
demoralization  in  the  rates  from  eastern  cities  to  Atlanta,  Athens,  and  Augusta, 
and  other  points,  resulting  from  a  misunderstanding  between  the  Seaboard  Air 
Line  and  the  Southern  Railway  and  other  lines  operating  from  the  east 
through  Norfolk  to  points  in  the  southeast.  The  rates  from  Baltimore  and 
Norfolk  to  Atlanta  and  to  points  between  Norfolk  and  Atlanta  were  originally 
reduced  by  the  Seaboard  Air  Line,  the  reduced  rates  made  by  that  company 
being  about  30  per  cent  less  than  the  rates  previously  in  effect.  The  western 
lines,  that  is,  the  lines  operating  from  Louisville,  Cincinnati,  and  other  Ohio 
River  crossings  to  the  southeast,  only  met  the  reductions  from  the  east  to  the 
exent  that  the  combination  of  the  published  rates  to  Virginia  cities,  plus  the 
reduced  rates  of  the  Seaboard  Air  Line  from  Virginia  cities,  resulted  in  less 
rates  to  Atlanta  than  those  formerly  in  effect.  The  reductions  made  by  the  Sea¬ 
board  Air  Line  were  so  serious  and  far-reaching  in  their  effect  that  resort  was 
had  to  the  courts  to  prevent  the  former  from  continuing  to  operate  such  reduced 
rates,  and  the  United  States  circuit  court  of  Atlanta,  Ga.,  finally  issued  a  manda¬ 
tory  order  compelling  that  line  and  its  competitors  to  restore  the  rates  to  the 
basis  in  effect  prior  to  the  reduction,  on  the  ground  that  the  reduced  rates  were 
a  violation  of  section  3  of  the  interstate-commerce  law.  which  prohibits  unjust 
discrimination  in  favor  of  one  locality  against  another.  Said  discrimination 
arose  from  the  fact  that  the  Seaboard  Air  Line  was  only  able  to  reduce  the  rates 
to  points  located  on  its  own  rails  and  was  not  able  to  make  a  corresponding 
reduction  to  such  other  competing  points  as  Chattanooga,  Knoxville,  Macon, 
Montgomery,  etc.  The  rates  from  the  east  to  Atlanta  and  other  points,  which 
had  been  reduced,  were  accordingly  restored,  effective  September  28,  1896 ;  and, 
in  line  therewith,  the  rates  from  the  west  were  restored,  effective  November 
1,  1896. 

( j )  Effective  October  16,  1897,  the  rates  on  classes  B,  C,  D,  and  F,  in  less 
than  carload  quantities  only,  from  all  Ohio  and  Mississippi  River  crossings  to 
all  southeastern  points,  including  Atlanta,  Ga.,  were  advanced  4  cents  per  hun¬ 
dred  pounds,  or  8  cents  per  barrel,  resulting  in  differentials  of  4  cents  per  100 
pounds,  or  8  cents  per  barrel,  between  the  carload  and  less  carload  rates.  This 
adjustment,  however,  was  not  found  satisfactory  to  all  interests,  and,  effective 
February  10,  1898,  the  rates  were  restored  to  the  former  basis,  making  the  car¬ 
load  and  less  carload  rates  on  an  equal  plane. 

( k )  Irregularities  having  been  developed  in  connection  with  the  rates  on  grain 
from  the  West  to  the  Southeast  as  in  favor  of  certain  shippers  located  on  the 
Missouri  River  at  St.  Louis,  the  Louisville  and  Nashville  Railroad  gave  notice 
to  all  concerned  that,  effective  February  28,  1900,  the  rates  on  classes  C,  D,  and 
F  from  all  Ohio  and  Mississippi  River  crossings  to  all  southeastern  points  would 
be  reduced  3  cents  per  hundred  pounds,  and  tariffs  were  accordingly  issued. 


332 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


These  rates  remained  in  effect  until  April  18,  1900,  when  they  were  restored  to- 
normal  basis. 

( l )  Effective  March  1,  1901,  the  Louisville  and  Nashville  Railroad  reduced 
the  rates  on  class  B  (meats  and  packing- house  products)  from  all  Ohio  and 
Mississippi  River  crossings  to  all  southeastern  points,  including  Atlanta,  Ga., 
10  cents  per  hundred  pounds.  This  reduction  was  caused  by  the  fact  that  it 
was  thought  the  published  rates  were  not  being  maintained  by  some  of  the  com¬ 
petitors,  resulting  in  this  company  being  deprived  of  any  participation  in  the 
large  volume  of  traffic  moving  into  the  Southeast.  The  reduced  rates  remained 
in  effect  until  April  22,  1901,  when  they  were  restored  to  normal  basis,  the 
Louisville  and  Nashville  having  been  convinced  that  conditions  had  been  altered. 

(m)  Effective  February  1,  1905,  material  reductions  were  made  in  the  rates 
from  the  east  and  from  the  west  to  Atlanta,  Ga.,  and  various  other  southeastern 
points.  The  reduced  rates  from  Louisville  to  Atlanta,  as  compared  with  the 
rates  previously  in  effect,  were  as  follows. 

Rates  previously  in  effect : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

107 

92 

81 

68 

56 

46 

28 

35 

28 

24 

48 

53 

48 

Reduced  rates  were  as  follows :  98,  87,  78,  63,  52,  41,  28,  33,  26,  22,  48,  45,  44. 

Amount  of  reductions :  9,  5,  3,  5,  4,  5,  0,  2,  2,  2,  0,  8,  4. 

There  were  also  material  reductions  in  a  number  of  the  commodity  rates,  and 
the  general  result  has  been,  in  dollars  and  cents,  a  very  important  matter.  For 
some  time  considerable  dissatisfaction  had  prevailed  among  the  merchants  and 
shippers  in  Atlanta  with  regard  to  the  adjustment  of  rates  from  the  west  thereto- 
as  compared  with  the  rates  from  the  same  markets  to  Birmingham  and  Mont¬ 
gomery.  The  changes  were  made  after  several  conferences  between  the  Atlanta 
merchants  and  the  traffic  representatives  of  the  various  roads  entering  that 
point.  The  result  has  not  been  very  happy,  for,  corresponding  reductions  being 
made  to  a  majority  of  the  other  southeastern  points,  Atlanta  has  been  left  in 
very  much  the  same  position  as  she  was  prior  to  February  1 ;  furthermore,  the 
Montgomery  and  Selma,  Ala.,  merchants  have  complained. 

( n )  Effective  May  1,  1905,  an  advance  of  approximately  3  cents  per  hun¬ 
dred  pounds  was  made  on  class  H  (which  covers  whisky  in  wood)  from  the 
various  Ohio  and  Mississippi  River  crossings  to  Atlanta  and  other  southeastern 
points.  This  advance  made  the  net  reduction  from  the  tariff  in  effect  in  Janu¬ 
ary,  1905,  5  cents.  The  change  was  made  because  of  the  low  plane  of  all  the 
rates  and  to  line  them  up  properly  as  against  each  other  and  to  avoid  a  threat¬ 
ened  reduction  in  the  intrastate  rates  between  points  in  Georgia. 

I  am  very  sorry  that  I  have  been  unable  to  give  you  as  complete  information 
as  perhaps  you  desire.  If  you  will  kindly  write  me  further  notice,  stating  that 
it  will  be  agreeable  to  send  such  information — say,  within  the  next  five  or  six 
weeks — we  will  have  a  force  of  men  put  to  work  on  it  immediately. 

Yours,  truly, 


A.  R.  Smith,  Third  Vice-President. 


Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

Senate  of  the  United  States,  Washington,  D.  C. 


DIGEST  OE  HEARINGS  ON  RAILWAY  RATES 


333 


The  statements  referred  to  in  the  foregoing  are  as  follows: 

Statement  A. — List  of  common  and  junction  points  on  the  Louisville  and  Nashville  Bail- 
road  between  which  the  rates  are  less  than  the  rates  to  and  from  intermediate  local 
stations. 


Location. 


Name  of  point. 


Alabama  City,  Ala 

Andalusia,  Ala 

Anniston,  Ala . 

Appalachia,  Va. . . . 

Ashley,  Ill . 

Atlanta,  Ga . 


Attalla,  Ala . 

Belleville,  Ill . 

Bessemer,  Ala .... 
Big  Stone  Gap,  Ya 
Birmingham,  Ala. 

Blocton,  Ala . 


Blocton  Junction,  Ala 

Bowling  Green,  Ky... 
Boyles,  Ala . 

Calera,  Ala . 

Carmi,  Ill . 

Central  City,  Ky . 

Cincinnati,  Ohio . 


Clarksville,  Tenn . 

Columbiana,  Ala . 

Covington,  Ky . 

Cumberland  City,  Tenn 
Cumberland  Gap,  Tenn 
Cypress  Junction,  Ill ... 

Decatur,  Ala . 

East  St.  Louis,  Ill . 


Eldorado,  Ill . 

Elizabethtown,  Ky 
Enfield,  Ill . 

Ensley,  Ala . 

Evansville,  Ind.... 


Florence,  Ala 
Frankfort,  Ky 

Gadsden,  Ala. 


Railroads. 


Alabama  Great  Southern;  Louisville  and  Nash¬ 
ville;  Southern. 

Central  of  Georgia;  Louisville  and  Nashville... 

Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville;  Virginia  and  South¬ 
western. 

Illinois  Central;  Louisville  and  Nashville . 

Atlanta  and  West  Point;  Central  of  Georgia; 
Georgia;  Louisville  and  Nashville;  Seaboard 
Air  Line;  Southern;  Western  and  Atlantic. 
Alabama  Great  Southern;  Louisville  and  Nash¬ 
ville;  Nashville,  Chattanooga  and  St.  Louis; 
Southern. 

Illinois  Central;  Louisville  and  Nashville; 
Southern. 

Alabama  Great  Southern;  Louisville  and  Nash¬ 
ville;  St.  Louis  and  San  Francisco;  Southern. 
Louisville  and  Nashville;  Virginia  and  South¬ 
western. 

Alabama  Great  Southern;  Central  of  Georgia; 
Louisville  and  Nashville;  St.  Louis  and  San 
Francisco;  Seaboard  Air  Line;  Southern. 
Alabama  Great  Southern;  Birmingham  south¬ 
ern;  Louisville  and  Nashville;  Mobile  and 
Ohio;  Southern. 

Alabama  Great  Southern;  Birmingham  South¬ 
ern;  Louisville  and  Nashville. 

Louisville  and  Nashville . 

Louisville  and  Nashville  (in  Birmingham 
group) . 

Louisville  and  Nashville;  Southern . 

Cleveland,  Cincinnati,  Chicago  and  St.  Louis; 
Louisville  and  Nashville. 

Illinois  Central;  Louisville  and  Nashville . 

Baltimore  and  Ohio  Southwestern;  Chesapeake 
and  Ohio;  Chicago,  Cincinnati  and  Louisville; 
Cincinnati  and  Muskingum  Valley;  C.  W.; 
Cincinnati,  Georgetown  and  Portsmouth; 
Cincinnati,  Hamilton  and  Dayton;  Cincin¬ 
nati,  Lebanon  and  Northern:  Cincinnati 
Northern;  Cleveland,  Cincinnati,  Chicago 
and  St.  Louis;  Cincinnati,  New  Orleans  and 
Texas  Pacific;  Erie;  Louisville  and  Nashville; 
Norfolk  and  Western;  Pittsburg,  Cincinnati, 
Chicago  and  St.  Louis. 

Louisville  and  Nashville;  Tennessee  Central... 

Louisville  and  Nashville;  Southern . 

Chesapeake  and  Ohio;  Louisville  and  Nashville. 

Louisville  and  Nashville . 

Louisville  and  Nashville;  Southern . 

Baltimore  and  Ohio  Southwestern;  Louisville 
and  Nashville. 

Louisville  and  Nashville;  Southern . 

Baltimore  and  Ohio  Southwestern;  Burlington 
Route;  Chicago  and  Alton;  Chicago  and 
Eastern  Illinois;  Cleveland,  Cincinnati, 
Chicago  and  St.  Louis;  Illinois  Central;  Louis¬ 
ville  and  Nashville;  Mobile  and  Ohio;  St. 
Louis,  Iron  Mountain  and  Southern;  St.  Louis 
Southwestern;  St.  L.,  T.  and  E.;  Southern; 
Toledo,  St.  Louis  and  Western;  Wabash. 
Cleveland,  Cincinnati,  Chicago  and  St.  Louis; 
Illinois  Central;  Louisville  and  Nashville. 

Illinois  Central;  Louisville  and  Nashville . 

Baltimore  and  Ohio  Southwestern;  Louisville 
and  Nashville. 

Alabama  Great  Southern;  Louisville  and  Nash¬ 
ville;  St.  Lonisand  San  Francisco;  Southern. 
Evansville  and  Terre  Haute;  Evansville  and 
Indianapolis;  Illinois  Central:  Louisville  and 
Nashville;  Louisville,  Henderson  and  St. 
Louis;  Southern. 

Louisville  and  Nashville;  Southern . 

Frankfort  and  Cincinnati;  LouisviLle  and 
Nashville. 

Alabama  Great  Southern;  Central  of  Georgia; 
Louisville  and  Nashville;  Southern. 


Rivers. 


Barren  River. 


Ohio  River. 


Cumberland  River. 

Ohio  River. 
Cumberland  River. 


Tennessee  River. 
Mississippi  River. 


Ohio  River. 


Tennessee  River. 
Kentucky  River 

Coosa  River. 


334 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  A. — List  of  common  and  junction  points  on  the  Louisville  and  Nashville  Rail¬ 
road  between  which  the  rates  are  less  than  the  rates  to  and  from  intermediate  local 
stations — Continued. 


Location. 


Name  of  point. 


Railroads. 


Gate  City,  Ala 


Gracey,  Ky . 

Grasselli,  Ala . 

Gulfport,  Miss 

Gurnee,  Ala . 

Henderson,  Ky... 

Hopkinsville,  Ky. 

Humboldt,  Tenn  . 

Ironaton,  Ala . 

Jellico,  Tenn . 

Jenifer,  Ala . 

Junction  City,  Ky 

Knoxville,  Tenn  . 
Lexington,  Ky  ... 


Louisville,  Ky 


Marietta,  Ga _ 

Maysville,  Ky . . 
McKenzie,  Tenn 

Memphis,  Tenn. 


Middlesboro,  Ky  . 
Midway,  Ky . 

Milan,  Tenn . 

Mobile,  Ala . 

Montgomery,  Ala. 
Mount  Vernon,  Ill 


Mount  Vernon,  Ind 

Munford,  Ala . :. 

Nashville,  Ill . 

Nashville,  Tenn 

New  Decatur,  Ala . . 
New  Orleans,  La  . . . 


Newport,  Ky . 

North  Birmingham,  Ala . 

Norton,  Va . 

Nortonville,  Ky . 

Owensboro,  Ky . 

Owetah,  Ala . 

Oxmoor,  Ala . 

Paris,  Ky . 

Paris,  Tenn . 

Pensacola,  Fla . 


Chattanooga  Southern;  Louisville  and  Nash¬ 
ville;  Nashville,  Chattanooga  and  St.  Louis; 
Southern. 

Illinois  Central;  Louisville  and  Nashville . 

Alabama  Great  Southern;  Louisville  and  Nash¬ 
ville;  Southern. 

Gulf  and  Ship  Island;  Louisville  and  Nashville. 

Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville;  Illinois  Central; 

Louisville,  Henderson  and  St.  Louis. 

Illinois  Central;  Louisville  and  Nashville; 
Tennessee  Central. 

Louisville  and  Nashville;  Mobile  and  Ohio  .... 

Louisville  and  Nashville . 

Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville;  Southern . 

Cincinnati,  New  Orleans  and  Texas  Pacific; 
Louisville  and  Nashville. 

Louisville  and  Nashville;  Southern . 

Cincinnati,  New  Orleans  and  Texas  Pacific; 
Chesapeake  and  Ohio;  Lexington  and  East¬ 
ern;  Louisville  and  Nashville;  Southern. 
Baltimore  and  Ohio  Southwestern;  Chesapeake 
and  Ohio;  Chicago,  Indianapolis  and  Louis¬ 
ville;  Cleveland,  Cincinnati,  Chicago  and  St. 
Louis;  Illinois  Central;  Louisville  and  Nash¬ 
ville;  Louisville,  Henderson  and  St.  Louis; 
Pittsburg,  Cincinnati,  Chicago  and  St.  Louis; 
Southern. 

Louisville  and  Nashville:  Western  and  Atlantic. 
Chesapeake  and  Ohio;  Louisville  and  Nashville. 
Louisville  and  Nashville;  Nashville,  Chatta¬ 
nooga  and  St.  Louis. 

Chicago,  Rock  Island  and  Pacific;  Illinois  Cen¬ 
tral;  Louisville  and  Nashville;  Nashville, 
Chattanooga  and  St.  Louis;  St.  Louis,  Iron 
Mountain  and  Southern;  St.  Louis  Southwest¬ 
ern;  St.  Louis  and  San  Francisco;  Southern.. 

Louisville  and  Nashville;  Southern . 

Cincinnati,  New  Orleans  and  Texas  Pacific; 
Louisville  and  Nashville. 

Illinois  Central;  Louisville  and  Nashville . 

Louisville  and  Nashville;  Mobile  and  Ohio; 

Mobile,  Jackson  and  Kansas  City;  Southern. 
Atlantic  Coast  Line;  Louisville  arid  Nashville; 
Mobile  and  Ohio;  Seaboard  Air  Line;  West¬ 
ern  Railway  of  Alabama. 

Chicago  and  Eastern  Illinois;  Louisville  and 
Nashville;  Southern;  Wabash,  Chester  and 
Western. 

Evansville  and  Terre  Haute;  Louisville  and 
Nashville. 

Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville;  Illinois  Southern  .... 
Louisville  and  Nashville;  Nashville,  Chatta¬ 
nooga  and  St.  Louis;  Tennessee  Central. 

Louisville  and  Nashville;  Southern . 

Illinois  Central;  Louisiana  Southern;  Louis¬ 
ville  and  Nashville;  New  Orleans  and  North¬ 
eastern;  Southern  Pacific;  Texas  and  Pacific; 
Yazoo  and  Mississippi  Valley. 

Chesapeake  and  Ohio;  Louisville  and  Nashville. 

Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville;  Norfolk  and  Western. 

Illinois  Central;  Louisville  and  Nashville . 

Illinois  Central;  Louisville  and  Nashville;  Lou¬ 
isville,  Henderson  and  St.  Louis. 

Louisville  and  Nashville  (Birmingham  group). 

_ do . 

Florence  and  Cripple  Creek;  Louisville  and 
Nashville. 

Louisville  and  Nashville;  Nashville,  Cattanooga  j 
and  St.  Louis. 

Louisville  and  Nashville . I 


Pratt  City,  Ala .  Louisville  and  Nashville;  St.  Louis  and  San 

Francisco. 

Prattville,  Ala .  Louisville  and  Nashville;  Mobile  and  Ohio . ; 

Richmond,  Ky .  Louisiana  and  Arkansas;  Louisville  and  Nash¬ 

ville. 


Rivers. 


Gulf  of  Mexico. 
Ohio  River. 


Tennessee  River. 


Ohio  River. 


Ohio  River. 


Mississippi  River. 


Mobile  River;  Mobile 
Bay;  Gulf  of  Mexico. 
Alabama  River. 


Ohio  River. 

Cumberland  River. 

Tennessee  River. 
Mississippi  River. 

Ohio  River. 


Ohio  River. 


Pensacola  Bay  (Gulf  of 
Mexico). 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


335 


Statement  A. — List  of  common  and  junction  points  on  the  Jjouisvillc  and  Nashville  Rail¬ 
road  between  which  the  rates  are  less  than  the  rates  to  and  from  intermediate  local 
stations — Continued. 


Location. 


Name  of  point. 


Railroads. 


Rivers. 


River  Junction,  Fla 

Ruffner,  Ala . 

St.  Louis,  Mo . 


Selma,  Ala . 

Shawneetown,  Ill .... 

Sheffield,  Ala . 

Shelby,  Ala . 

Shelby  City,  Ky . 

Shelby ville,  Ky . 

South  Calera,  Ala _ 

SyJacauga,  Ala . 

Talladega,  Ala . 

Trussville,  Ala . 

Tuscumbia,  Ala . 

Walton,  Ky . 

Wellington,  Ala . 

West  Nashville,  Tenn 

Wetumpka,  Ala . 

Winchester,  Ky . 

Woodlawn,  Ala . 

Woodward,  Ala . 

Worthville,  Ky . 


Atlantic  Coast  Line;  Louisville  and  Nashville; 
Seaboard  Air  Line. 

Louisville  and  Nashville  (Birmingham  group). 
Baltimore  and  Ohio  Southwestern;  Burlington 
Route;  Chicago  and  Alton;  Chicago,  Peoria 
and  St.  Louis;  Chicago,  Rock  Island  and  Pa¬ 
cific;  Cleveland,  Cincinnati,  Chicago  and  St. 
Louis;  Illinois  Central;  Louisville  and  Nash¬ 
ville;  Missouri,  Kansas  and  Texas;  Missouri 
Pacific;  Mobile  and  Ohio;  St.  Louis  and  Santa 
F6;  St.  Louis,  Iron  Mountain  and  Southern; 
St.  Louis  Southwestern;  Southern;  Toledo,  St. 
Louis  and  Western;  Vandalia;  Wabash. 
Louisville  and  Nashville;  Southern;  Western 
Railway  of  Alabama. 

Baltimore  and  Ohio  Southwestern:  Louisville 
and  Nashville. 

Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville . 

Louisville  and  Nashville  (1  mile  from  Junc¬ 
tion  City,  Ky.). 

Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville . 

Central  of  Georgia;  Louisville  and  Nashville... 
Birmingham  and  Atlantic;  Louisville  and 
Nashville;  Southern. 

Alabama  Great  Southern;  Louisville  and  Nash¬ 
ville. 

Louisville  and  Nashville;  Southern . 

Cincinnati,  New  Orleans  and  Texas  Pacific; 

Louisville  a,nd  Nashville. 

Louisville  and  Nashville;  Seabord  Air  Line.... 
Louisville  and  Nashville;  Nashville,  Chatta¬ 
nooga  and  St.  Louis. 

Louisville  and  Nash  ville . 

Chesapeake  and  Ohio;  Lexington  and  Eastern: 

Louisville  and  Nashville. 

Central  of  Georgia;  Louisville  and  Nashville; 
Southern. 

Alabama  Great  Southern;  Louisville  and  Nash¬ 
ville;  St.  Louis  and  San  Francisco;  Southern. 
Louisville  and  Nashville . 


Chattahoochee  River. 
Mississipppi  River., 


Alabama  River. 
Ohio  River. 
Tennessee  River. 


Tennessee  River. 

Cumberland  River. 
Alabama  River. 


Kentucky  River. 


Statement  B. — List  of  common  and  junction  points  on  and  south  of  the  Ohio  River  and 
on  and  east  of  the  Mississippi  River  between  which  the  rates  are  less  than  the  rates  to  and 
from  intermediate  local  stations. 


Name  of  point. 


Location. 

Railroads. 


River. 


Aberdeen,  Miss... 
Alabama  City,  Ala 

Albany,  Ga . 


Aldrich,  Ala. . . 
Americus,  Ga. . 
Andalusia,  Ala 
Anniston,  Ala. 
Appalachia,  Va 

Athens,  Ga . . . . 

Atlanta,  Ga.... 


Attalla,  Ala 


Asylum,  Ga. 
Augusta,  Ga 


Avondale,  Ala.. 

Barclays,  Ala... 
Baton  Rouge,  La 
Battelle,  Ala.... 


Frisco;  Illinois  Central;  Mobile  and  Ohio . 

Louisville  and  Nashville;  Queen  and  Crescent; 
Southern. 

A.  and  N.;  Atlantic  Coast  Line;  Central  of 
Georgia;  Georgia  Northern;  Seaboard  Air 
Line. 

Southern . 

Central  of  Georgia:  Seaboard  Air  Line . 

Central  of  Georgia:  Louisville  and  Nashville. . . 

Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville;  Virginia  and  South¬ 
western. 

Central  of  Georgia;  Georgia;  Seaboard  Air  Line; 
Southern. 

Atlanta  and  West  Point;  Central  of  Georgia; 
Georgia;  Seaboard  Air  Line:  Southern;  West¬ 
ern  and  Atlantic. 

Louisville  and  Nashville;  Nashville,  Chatta¬ 
nooga  and  St.  Louis;  Queen  and  Crescent; 
Southern. 

Central  of  Georgia . 

Atlantic  Coast  Line;  Augusta  Southern;  Cen¬ 
tral  of  Georgia;  Charleston  and  Western  Caro¬ 
lina;  Georgia;  Southern. 

Atlanta  and  Birmingham  Air  Line;  Queen 
and  Crescent;  Southern. 

B.  and  A.;  Southern . 

Yazoo  and  Mississippi  Valley . 

Queen  and  Crescent . 


Tombigbee  River. 


Flint  River. 


Savannah  River. 


Mississippi  River. 


336 


DIGEST  OF  HEARINGS  ON  KAILWAY  RATES 


Statement  B. — List  of  common  and  junction  points  on  and  south  of  the  Ohio  River  and 
on  and  east  of  the  Mississippi  River  between  which  the  rates  are  less  than  the  rates  to  and 
from  intermediate  local  stations — Continued. 


Name  of  point. 


Location. 

Railroads. 


River. 


Bayou,  Sara,  La .  Yazoo  and  Mississippi  Valley . 

Beaufort,  S.  C .  Charleston  and  Western  Carolina 


Belleville,  Ill . 

Belzona,  Miss . 

Bessemer,  Ala . 

Big  Stone  Gap,  Va. . . . 

Birmingham,  Ala 

Blocton,  Ala . 

Blocton  Junction,  Ala 


Boyles,  Ala . 

Bowling  Green,  Ky 

Brierfield,  Ala . 

Bristol,  Tenn.-Va . . . 

Brookport,  Ill . 

Brunswick,  Ga . 

Burgin,  Ky . 

Cairo,  Ill . 


Calera,  Ala . 

Cartersville,  Ga  ... 
Cedartown,  Ga  .... 
Central  City,  Ky... 
Charleston,  S.  C  . . . 
Chattahoochee,  Ga 
Chattanooga,  Tenn 


Cincinnati,  Ohio 


Clarksville,  Tenn . 

Columbia,  Miss . 

Columbiana,  Ala . 

Columbus,  Ga . 

Columbus,  Ky . 

Columbus,  Miss . 

Cordele,  Ga . 

Corinth,  Miss . 

Covington,  Ky . 

Cumberland  City,  Tenn 
Cumberland  Gap,  Tenn 

Dalton,  Ga . . . 

Dawson,  Ga . 

Decatur,  Ala . 

Demupolis,  Ala . 

Dublin,  Ga . 

East  Birmingham,  Ala . 

East  Point,  Ga . 

East  St.  Louis,  Ill . 


Illinois  Central;  Louisville  and  Nashville; 
Southern. 

Yazoo  and  Mississippi  Valley... . 

Frisco;  Louisville  and  Nashville;  Queen  and 
Crescent;  Southern. 

Louisville  and  Nashville;  Virginia  and  South¬ 
western. 

Central  of  Georgia;  Frisco;  Louisville  and 
Nashville;  Queen  and  Crescent;  Seaboard 
Air  Line;  Southern. 

Birmingham  Southern;  Louisville  and  Nash¬ 
ville;  Mobile  and  Ohio;  Queen  and  Crescent; 
Southern. 

Birmingham  Southern;  Louisville  and  Nash¬ 
ville;  Queen  and  Crescent. 

Queen  and  Crescent;  Western  and  Atlantic .... 

Louisville  and  Nashville . 

- do . 

Southern . . . 

Holston  Valley;  Norfolk  and  Western;  South¬ 
ern;  Virginia  and  Southwestern. 

Illinois  Central . 

Atlanta  and  Birmingham;  Atlantic  Coast 
Line;  Southern.  * 

Cincinnati,  New  Orleans  and  Texas  Pacific; 
Southern. 

Cleveland,  Cincinnati,  Chicago  and  St.  Louis; 
Illinois  Central;  Mobile  and  Ohio;  St.  Louis, 
Iron  Mountain  and  Southern. 

Louisville  and  Nashville;  Southern . 

Seaboard  Air  Line;  Western  and  Atlantic . 

Central  of  Georgia;  Seaboard  Air  Line . 

Illinois  Central;  Louisville  and  Nashville . 

Atlantic  Coast  Line;  Southern . 

Southern . 

Central  of  Georgia;  Chattanooga  Southern; 
Nashville,  Chattanooga  and  St.  Louis;  Queen 
andCrescent;  Southern;  Westernand  Atlantic. 
Baltimore  and  Ohio  Southwestern;  Chesapeake 
and  Ohio;  Chicago,  Cincinnati  and  Louis¬ 
ville;  Cincinnati  and  Muskingum  Valley;  C. 
and  W.;  Cincinnati,  Georgetown  and  Ports¬ 
mouth;  Cincinnati,  Hamilton  and  Dayton; 
Cincinnati,  Lebanon  and  Northern;  Cincin¬ 
nati  Northern;  Cleveland,  Cincinnati,  Chi¬ 
cago  and  St.  Louis;  Erie;  Louisville  and 
Nashville;  Norfolk  and  Western;  Pittsburg, 
Cincinnati,  Chicago  and  St.  Louis;  Queen 
and  Crescent. 

Louisville  and  Nashville;  Tennessee  Central... 

G.  and  S.  J . 

Louisville  and  Nashville;  Southern . 

Central  of  Georgia;  Seaboard  Air  Line;  Southern . 
Mobile  and  Ohio;  St.  Louis,  Iron  Mountain 
and  Southern. 

Mobile  and  Ohio;  Southern . 

A.  andN.;  Atlanta  and  Birmingham;  Georgia 
Southern  and  Florida;  Seaboard  Air  Line.... 

Mobile  and  Ohio;  Southern . 

Chesapeake  and  Ohio;  Louisville  and  Nashville. 

Louisville  and  Nashville . 

Louisville  and  Nashville;  Southern . 

Southern;  Western  and  Atlantic . 

Central  of  Georgia;  Seaboard  Air  Line . 

Louisville  and  Nashville;  Southern . 

Southern  . 

Central  of  Georgia;  D.  and  SW.;  M.,  D.  and  S.; 
W.  and  T. 

Queen  and  Crescent;  Southern . 

Atlanta  and  West  Point;  Central  of  Georgia _ 

Baltimore  and  Ohio  Southwestern;  Burlington; 
Chicago  and  Alton;  Chicago  and  Eastern 
Illinois;  Cleveland,  Cincinnati,  Chicago  and  j 
St.  Louis;  Illinois  Central;  Louisville  and 
Nashville;  Mobile  and  Ohio;  St.  Louis,  Iron  ! 
Mountain  and  Southern;  St.  Louis  South¬ 
western;  St.  Louis,  Troy  and  Eastern;  South-  j 
ern;  Toledo,  St.  Louis  and  Western;  Vandalia; 
Wabash. 


Mississippi  River. 

Port  Royal  Sound;  At¬ 
lantic  Ocean. 


Yazoo  River. 


Tennessee  River. 
Barren  River. 

Ohio  River. 
Atlantic  Ocean. 


Ohio  River. 


Atlantic  Ocean. 
Chattahoochee  River. 
Tennessee  River. 


Ohio  River. 


Cumberland  River. 
Pearl  River. 

Chattahoochee  River 
Mississippi  River. 


Ohio  River. 
Cumberland  River. 


Tennessee  River. 
Tombigbee  River. 
Oconee  River. 


Mississippi  River. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


337 


Statement  B. — List  of  common  and  junction  points  on  and  south  of  the  Ohio  River  and 
on  and  east  of  the  Mississippi  River  between  which  the  rates  are  less  than  the  rates  to  and 
from  intermediate  local  stations — Continued. 


Name  of  point. 


Elberton,  Ga . 

Elizabethtown,  Ky. 
Ellisville,  Miss . 


Enterprise,  Miss. 
Ensley,  Ala . 


Eufaula,  Ala  ... 
Evansville,  Ind 


Fernandina,  Fla 
Fitzgerald,  Ga. .. 


Florence,  Ala 
Frankfort,  Ky 


Friars  Point.  Miss  . . 

Fort  Gaines,  Ga _ 

Fort  McPherson,  Ga 

Fulton,  Ky . 

Gadsden,  Ala . 


Location. 


Gainesville,  Fla 
Gate  City,  Ala . . 
Georgetown,  Ky 
Gibbs,  Tenn .... 


Girard,  Ala . 

Gracey,  Ky . 

Grand  Junction,  Tenn 
Grasselli,  Ala . 


Greenville,  Miss  . 
Greenwood,  Miss 
Grenada,  Miss .  .*. 
Gulfport,  Miss . . . 


Gunthers  Landing,  Ala . 

Gunthersville,  Ala.  (also 
called  Wyeth  City). 

Gurnee,  Ala . 

Hapeville,  Ga . 

Hawkinsville,  Ga . 

Hattiesburg,  Miss . 


Henderson,  Ky. 


Railroads. 

Seaboard  Air  Line;  Southern . 

Illinois  Central;  Louisville  and  Nash  vile . 

Mobile,  Jackson  and  Kansas  City;  Queen  and 
Crescent. 

Mobile  and  Ohio;  Queen  and  Crescent . 

Frisco;  Louisville  and  Nashville;  Queen  and 
Crescent;  Southern. 

Central  of  Georgia . 

Evansville  and  Terre  Haute;  Evansville  and 
Indianapolis;  Illinois  Central;  Louisville  and 
Nashville;  Louisville,  Henderson  and  St. 
Louis;  Southern. 

Seaboard  Air  Line . 

Atlanta  and  Birmingham;  F.  0.  and  R.  B.; 
Seaboard  Air  Line. 

Louisville  and  Nashville:  Southern . 

F.  and  C.;  Louisville  and  Nashville;  Chesa¬ 
peake  and  Ohio. 

Yazoo  and  Mississippi  Valley . 

Central  of  Georgia . 

Atlanta  and  West  Point;  Central  of  Georgia _ 

Illinois  Central . 

Chattanooga  Southern;  Louisville  and  Nash¬ 
ville;  Nashville,  Chattanooga  and  St.  Louis; 
Southern. 

Atlantic  Coast  Line;  Gainesville  and  Gulf;  Sea¬ 
board  Air  Line. 

Central  of  Georgia;  Louisville  and  Nashville; 

Queen  and  Crescent;  Southern. 

F.  and  C.;  Cincinnati,  New  Orleans  and  Texas 
Pacific;  Southern. 

Illinois  Central;  Nashville,  Chattanooga  and 
St.  Louis. 

Central  of  Georgia . 

Illinois  Central;  Louisville  and  Nashville . 

Illinois  Central;  Southern . 

Louisville  and  Nashville;  Queen  and  Crescent: 
Southern. 

Southern;  Yazoo  and  Mississippi  Valley . 

. do . . . 

Illinois  Central;  Yazoo  and  Mississippi  Valley.. 
Gulf  and  Ship  Island;  Louisville  and  Nash¬ 
ville. 

Nashville,  Chattanooga  and  St.  Louis . 

. do . 


Hickman,  Ky . 

Hobbs  Island,  Ala  . . 
Holly  Springs,  Miss. 

Holt,  Ala . 

Hopkinsville,  Ky... 


Humboldt,  Tenn. 
Huntsville,  Ala.. 


Ironaton,  Ala. 
Irondale,  Ala. 


Jackson.  Miss _ 

Jackson,  Tenn _ 

Jacksonville,  Fla. 


River. 


Chattahoochee  River. 
Ohio  River. 


Atlantic  Ocean. 


Tennessee  River. 
Kentucky  River. 

Mississippi  River. 
Chattahoochee  River. 


Coosa  River. 


Jellico,  Tenn . 

Jenifer,  Ala . 

Junction  City,  Ky. 


Knoxville,  Tenn . 

S.  Doc.  244,  59-1 


Louisville  and  Nashville;  Southern . 

Central  of  Georgia . 

H.  and  F.  Southern;  Southern;  W.  and  T . 

Gulf  and  Ship  Island;  Mississippi  Central;  Mo¬ 
bile,  Jackson  and  Kansas  City;  Queen  and 
Crescent. 

Illinois  Central;  Louisville  and  Nashville; 
Louisville,  Henderson  and  St.  Louis. 

Nashville,  Chattanooga  and  St.  Louis . 

_ do . 

Frisco;  Illinois  Central . 

Mobile  and  Ohio . . . 

Illinois  Central;  Louisville  and  Nashville; 
Tennessee  Central. 

Louisville  and  Nashville;  Mobile  and  Ohio. . . . 
Nashville,  Chattanooga  and  St.  Louis:  South¬ 
ern. 

Louisville  and  Nashville . 

Central  of  Georgia:  Queen  and  Crescent  ;  Sea¬ 
board  Air  Line;  Southern. 

Illinois  Central;  Gulf  and  Ship  Island;  Queen 
and  Crescent;  Yazoo  and  Mississippi  Valley,  j 
Illinois  Central;  Mobile  and  Ohio;  Nashville, 
Chattanooga  and  St.  Louis. 

Atlantic  Coast  Line;  Florida  East  Coast;  Geor¬ 
gia  Southern  and  Florida;  Seaboard  Air  Line;  j 
Southern. 

Louisville  and  Nashville;  Southern . i 

_ do . 

Louisville  and  Nashville;  Cincinnati,  New  Or¬ 
leans  and  Texas  Pacific. 

Louisville  and  Nashville;  Southern;  Knoxville  j 
and  Bristol. 

_ 22 


Chattahoochee  River. 


Mississippi  River. 

Yalobusha  River. 
Mississippi  Soun  d 
(Gulf  of  Mexico). 
Tennessee  River. 

Do. 


Ocmulgee  River. 
Leaf  River. 


Ohio  River. 

Mississippi  River. 
Tennessee  River. 


Pearl  River. 


St.  John  River;  Atlan¬ 
tic  Ocean. 


Tennessee  River. 


388 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  B. — List  of  common  and  junction  points  on  and  south  of  the  Ohio  River  and 
on  and  east  of  the  Mississippi  River  between  which  the  rates  are  less  than  the  rates  to  and 
from  intermediate  local  stations — Continued. 


Name  of  point. 


Lake  City,  Fla _ 

Lanette,  Ala . 

Lauderdale,  Miss. 
Laurel,  Miss . 

Lenoir  City,  Tenn 
Lexington,  Ky... 


L.and  E.  Junction,  Ky 

Lindale,  Ga . 

Liveoak,  Fla . 

Louisville,  Ky . 


Lumberton,  Miss 
Macon,  Ga . 


Marietta,  Ga _ 

Martin,  Tenn... 

Mayport,  Fla 
Maysville,  Ky  . . 

McCarty,  Tenn  . 
McKenzie,  Tenn 

Memphis,  Tenn . 


Meridian,  Miss  .. 

Middlesboro,  Ky 
Midway,  Ky . 

Milan,  Tenn . 

Milledgeville,  Ga 
Mobile,  Ala . 


Montevallo,  Ala  . 
Montgomery,  Ala 


Mount  Vernon,  Ind 

M unford,  Ala . 

Nashville,  Tenn.... 

Natchez,  Miss . 

New  Albany,  Miss.. 
New  Decatur,  Ala.. 
New  Orleans,  La  ... 


Newport,  Ky . 

Newton,  Miss . 

Nicholasville,  Ky . 

North  Birmingham,  Ala 

Northport,  Ala . 

North  Rome,  Ga . 

Norton,  Va . 

Nortonville,  Ky . 

Opelika,  Ala . 


Location. 


Railroads. 


Atlantic  Coast  Line;  Georgia  Southern  and 
Florida;  Seaboard  Air  Line. 

Western  of  Alabama . | 

Mobile  and  Ohio . 

Gulf  and  Ship  Island;  Mobile,  Jackson  and 
Kansas  City;  Queen  and  Crescent. 

Southern . 

Chesapeake  and  Ohio;  Lexington  and  Eastern; 
Louisville  and  Nashville;  Cincinnati,  New 
Orleans  and  Texas  Pacific;  Southern. 
Chesapeake  and  Ohio;  Lexington  and  Eastern. 

Central  of  Georgia:  Southern . 

Atlantic  Coast  Line;  Live  Oak  and  Gulf;  Sea¬ 
board  Air  Line;  Suwanee  and  San  Pedro. 
Baltimore  and  Ohio  Southwestern:  Chesa-  : 
peake  and  Ohio;  Chicago,  Indianapolis  and 
Louisville;  Cleveland,  Cincinnati,  Chicago 
and  St.  Louis;  Illinois  Central;  Louisville  and 
Nashville;  Louisville.  Henderson  and  St. 
Louis;  Pittsburg,  Cincinnati,  Chicago  and 
St.  Louis;  Southern. 

Gulf  and  Ship  Island;  Queen  and  Crescent . 

Central  of  Georgia;  Georgia;  Georgia  Southern 
and  Florida;  Macon  and  Birmingham;  Ma¬ 
con,  Dublin  and  Savannah;  Southern. 
Louisville  and  Nashville;  Western  and  Atlan¬ 
tic. 

Illinois  Central;  Nashville,  Chattanooga  and 
St.  Louis. 

'  Florida  East  Coast . i 

i  Chesapeake  and  Ohio:  Louisville  and  Nash¬ 
ville. 

Southern . j 

Louisville  and  Nashville;  Nashville,  Chatta¬ 
nooga  and  St.  Louis. 

Chicago,  Rock  Island  and  Pacific;  Frisco;  Illi¬ 
nois  Central;  Louisville  and  Nashville;  Nash¬ 
ville,  Chattanooga  and  St.  Louis;  St.  L.,  I.  S. 
and  Southern;  St.  Louis  Southwestern;  South¬ 
ern;  Yazoo  and  Mississippi  Valley. 

Mobile  and  Ohio;  Queen  and  Crescent;  South¬ 
ern. 

1  Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville;  Southern;  Chesa¬ 
peake  and  Ohio. 

Illinois  Central;  Louisville  and  Nashville . 

!  Central  of  Georgia;  Georgia . j 

Louisville  and  Nashville;  Mobile  and  Ohio;  Mo-  j 
bile.  Jackson  and  Kansas  City;  Southern. 

Southern . I 

Atiantic  Coast  Line;  Central  of  Georgia;  Louis¬ 
ville  and  Nashville;  Mobile  and  Ohio;  Sea-  | 
board  Air  Line;  Western  of  Alabama;  N.  S.  ! 
and  Nor. 

Evansville  and  Terre  Haute;  Louisville  and  j 
Nashville. 

Louisville  and  Nashville;  Southern . 

Louisville  and  Nashville;  Nashville,  Chatta¬ 
nooga  and  St.  Louis;  Tennessee  Central. 

New  Orleans  and  Northwestern;  Yazoo  and 
Mississippi  Valley. 

Frisco;  Mooile,  Jackson  and  Kansas  City . 

Louisville  and  Nashville;  Southern . 

Illinois  Central;  Louisiana  Southern;  Louis¬ 
ville  and  Nashville;  New  Orleans  and  North¬ 
eastern;  Southern  Pacific;  Texas  and  Pacific; 
Yazoo  and  Mississippi  Valley. 

Chesapeake  and  Ohio;  Louisville  and  Nashville,  j 
Mobile.  Jackson  and  Kansas  City;  Queen  and 
Crescent. 

Cincinnati,  New  Orleans  and  Texas  Pacific; 
Louisville  and  Atlantic. 

Louisville  and  Nashville;  Southern . 

Mobile  and  Ohio . . . 

Southern . 

Louisville  and  Nashville;  Norfolk  and  Western. 

Illinois  Central;  Louisville  and  Nashville . 

Central  of  Georgia;  Lafayette;  Western  of  Ala¬ 
bama. 


River. 


Chattahoochee  River. 


Tennessee  River. 


Ohio  River. 


Ocmulgee  River. 


St.  John  River. 
Ohio  River. 

Tennessee  River. 
Mississippi  River. 


Oconee  River. 

Mobile  Bay;  Gulf  of 
Mexico;  Alabama 
River. 

Alabama  River. 


Ohio  River. 


Cumberland  River. 

Mississippi  River. 

Tallahatchie  River 
Tennessee  River. 
Mississippi  River. 


Ohio  River. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


339 


Statement  B. — List  of  common  and  junction  points  on  and  south  of  the  Ohio  Hirer  and 
on  and  east  of  the  Mississippi  River  between  which  the  rates  are  less  titan  the  rates  to  and 
from  intermediate  local  stations — Continued. 


Location. 


Name  of  point. 


Ooltewah,  Term 
Owensboro,  Ky . 

Owetah,  Ala . 

Oxanna,  Ala . 

Oxford,  Ala . 

Oxmoor,  Ala . 

Paducah,  Ky . 

Palatka.  Fla . 

Paris,  Ky . 

Paris,  Tenn . 

Pensacola,  Fla . 

Phenix  City,  Ala  . . . 
Port  Royal,  S.  C . 

Pratt  City,  Ala . 

Prattville,  Ala . 

Prison  Farm.Ga _ 

Pritchards,  Ala . 

Quitman,  Ga . 

Richmond,  Ky . 

River  Junction,  Fla 

Rives,  Tenn . 

Rome,  Ga . 

Rosedale,  Miss . 

Ruffner,  Ala . . 

Savannah,  Ga . 

Selma,  Ala . 

Sheffield,  Ala . 

Shelby,  Ala . 

Shelby  City,  Ky 

Shelby  ville,  Ky 

Somerville,  Tenn... 
South  Athens,  Ga  . . 
South  Calera,  Ala  . . 

Spocari,  Ala . 

Starksville,  Miss. . . . 

State  Farm,  Ga . 

Stonewall,  Miss _ 

St.  Louis,  Mo . 


Sylacauga,  Ala . . 
Talladega,  Ala... 
Thomas,  Ala 

Thomasville,  Ga. 
Tifton,  Ga . 

Trussville,  Ala  . . 

Tupelo,  Miss . 

Tuscaloosa,  Ala. . 

Tuscumbia,  Ala  . 
Union  City,  Tenn 

Valdosta,  Ga  .... 

Versailles,  Ky  . . . 
Vicksburg,  Miss . 


Railroads. 


Southern . 

Illinois  Central;  Louisville  and  Nashville;  Lex¬ 
ington,  Henderson  and  St.  Louis.* 

Louisville  and  Nashville . 

Southern . 


.  Louisville  and  Nashville . 

.  Illinois  Central;  Nashville,  Chattanooga  and 
St.  Louis. 

.  Atlantic  Coast  Line;  Florida  East  Coast;  Georgia 
Southern  and  Florida. 

.  F.  and  C.;  Louisville  and  Nashville . 

.  Louisville  and  Nashville;  Nashville.  Chatta¬ 
nooga  and  St.  Louis. 

.  Louisville  and  Nashville;  Pensacola,  Ala¬ 
bama  and  Tennessee. 

.  Central  of  Georgia . .  . 

.  Charleston  and  West  Carolina . 

.  Frisco;  Louisville  and  Nashville . 

.  Louisville  and  Nashville;  Mobile  and  Ohio _ 

.  Central  of  Georgia . 

.  Mobile  and  Ohio . 

.  Atlantic  Coast  Line;  So.  Ga.  and  W.  C . 

.  Louisiana  and  Arkansas;  Louisville  and  Nash¬ 
ville. 

.  Atlantic  Coast  Line;  Louisville  and  Nashville; 

Seaboard  Air  Line . 

.  Illinois  Central;  Mobile  and  Ohio . j 

.  Central  of  Georgia;  Nashville,  Chattanooga 
and  St.  Louis;  Southern. 

.  Yazoo  and  Mississippi  Valley . 1 

.  Louisville  and  Nashville . 

.  Atlantic  Coast  Line;  Central  of  Georgia;  S.  and  j 
S.;  Seaboard  Air  Line;  Southern. 

.  Louisville  and  Nashville;  Southern;  Western 
of  Alabama. 

.  Louisville  and  Nashville;  Northern  Alabama;  J 
Southern. 

.  Louisville  and  Nashville . 

,  Louisville  and  Nashville  (1  mile  from  Junction  | 
City,  Ky.). 

Louisville  and  Nashville;  Southern;  Chesa-  j 
peake  and  Ohio. 

Nashville,  Chattanooga  and  St.  Louis;  Southern . 

Seaboard  Air  Line . j 

Louisville  and  Nashville . j 

Southern . j 

Illinois  Central;  Mobile  and  Ohio . [ 

Georgia . 

Mobile  and  Ohio . 

Baltimoreand  Ohio  Southwestern;  Burlington; 
Chicago  and  Alton;  Chicago,  Peoria  and  St.  j 
Louis;  Cleveland,  Cincinnati,  Chicago  and  j 
St.  Louis;  Frisco;  Illinois  Central;  Louisville  j 
and  Nashville:  Missouri,  Kansas  and  Texas; 
Missouri  Pacific;  Mobile  and  Ohio;  St.  Louis,  j 
Iron  Mountain  and  Southern;  St.  Louis,  I 
Kansas  City  and  Colorado;  St.  Louis  and  [ 
Southwestern;  Southern;  Toledo,  St.  Louis,  I 
and  Western;  Vandalia;  Wabash. 

Central  of  Georgia;  Louisville  and  Nashville..! 
B.  and  A.;  Louisville  and  Nashville;  Southern  . 
Frisco;  Louisville  and  Nashville;  Queen  and 
Crescent;  Southern. 

Atlanta  and  Birmingham;  Atlantic  Coast  Line  . 
Atlanta  and  Birmingham;  Atlantic  Coast  Line; 
Georgia  Southern  and  Florida. 

!  Louisville  and  Nashville;  Queen  and  Crescent . 

Frisco;  Mobile  and  Ohio . 

Mobile  and  Ohio;  Queen  and  Crescent;  Tusca¬ 
loosa  Belt. 

Louisville  and  Nashville;  Southern . 

Mobile  and  Ohio;  Nashville,  Chattanooga  and 
St.  Louis. 


River. 


Ohio  River. 


Ohio  River. 

St.  Johns  River. 


Pensacola  Bay;  Gulf 
of  Mexico. 

Chattahoochee  River. 
Port  Royal  Sound; 
Atlantic  Ocean. 


Oconee  River. 


Chattahoochee  River. 


Mississippi  River. 

Savannah  River;  At¬ 
lantic  Ocean. 
Alabama  River. 

Tennessee  River. 


Tombigbee  River. 
Oconee  River. 
Mississippi  River. 


Tennessee  River. 


Atlantic  Coast  Line;  Georgia  Southern  and 
Florida;  Val.;  Southern. 

Louisville  and  Atlanta;  Southern . j 

Queen  and  Crescent;  Yazoo  and  Mississippi  !  Mississippi  River. 
Valley. 


340 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  B. — List  of  common  and  junction  points  on  and  south  of  the  Ohio  River  and 
on  and  east,  of  the  Mississippi  River  between  which  the  rates  are  less  than  the  rates  to  and 
from  intermediate  local  stations — Continued. 


Name  of  point. 


Location. 


Railroads. 


River. 


Walton,  Ky .  Cincinnati,  New  Orleans  and  Texas  Pacific; 

Louisville  and  Nashville. 

Washington,  Ga .  Georgia . 

Wa y cross,  Ga .  Atlanta  and  Birmingham;  Atlantic  Coast  Line. 

Wellington,  Ala .  Louisville  and  Nashville;  Seaboard  Air  Line... 

West  Nashville,  Tenn .  Nashville,  Chattanooga  and  St.  Louis;  Louis- 

i  ville  and  Nashville. 

Westpoint,  Miss .  Illinois  Central;  Mobile  and  Ohio;  Southern... 

Wetumpka,Ala .  Louisville  and  Nashville . 

Westpoint,  Ga .  Atlanta  and  West  Point;  Western,  of  Alabama; 

Chattahoochee  Valley. 

Wheeling,  Ala .  Queen  and  Crescent;  Southern . 

Whistler,  Ala .  Mobile  and  Ohio . 

Wilmington,  N.  C .  Atlantic  Coast  Line;  Seaboard  Air  Line . 

Winchester,  Ky .  Chesapeake  and  Ohio;  Lexington  and  Eastern; 

Louisville  and  Nashville. 

Winona,  Miss .  Illinois  Central;  Southern . 

Woodlawn.Ala . ;  Central  of  Georgia:  Southern;  Louisville  and  I 

j  Nashville. 

Woodstock, Ala .  Birmingham  Southern;  Queen  and  Crescent ... 

Woodward,  Ala .  Frisco;  Louisville  and  Nashville;  Queen  and 

Crescent;  Southern. 

Worthville,  Ky .  .  Louisville  and  Nashville . 


Guntersville.) 

Wylam,  Ala .  Frisco;  Southern . 

Yazoo  City,  Miss .  Yazoo  apd  Mississippi  Valley 


Cumberland  River. 


Coosa  River. 
Chattahooch  Riv  er. 


Atlantic  Ocean. 


Kentucky  River. 
Tennessee  River. 


Yazoo  River. 


September  29,  1905. 

Statement  C. — Showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati, 
Ohio,  Louisville,  Ky.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Anniston,  Ala.,  during 
the  period  from  October  1,  1887,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Per 

Per  hundred  pounds.  bar- 

Effective  dates.  rel- 


1. 

2. 

3. 

4. 

.5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887 . 

107 

92 

81 

68 

56 

46 

28 

32 

31 

27 

48 

53 

5-1 

June  lb,  1888 . 

21 

17 

34 

July  16,  1888 . 

26 

Aug.  1,  1888 . 

32 

31 

27 

54 

Aug.  1,  1889 . 

. 

33 

26 

22 

44 

Sept.  17,  1889 . 

101 

84 

75 

61 

51 

46 

. 

28 

45 

Oct.  16, 1889 . 

107 

92 

81 

68 

56 

48 

Nov.  11,  1889 . 

31 

27 

54 

Mar.  2,  1891 . 

27 

23 

46 

Mav  1.  1892  . 

. 

26 

22 

42 

44 

Sept.  5,  1892 . 

36 

29 

25 

50 

'  Do . 

33 

26 

22 

44 

Mar.  6,  1894 . 

...tt. 

19 

15 

. 

. 

30 

Mar.  13,  1894 . 

16 

12 

. 

40 

Apr.  2,  1894 . 

. 

. 

. 

26 

22 

44 

June  9, 1894 . 

38 

32 

28 

24 

20 

16 

16 

. 

. 

Aug.  1,  1894 . 

107 

92 

81 

68 

56 

46 

28 

May  7.  1895 . 

28 

. 

June  1. 1895 . 

. 

. 

. 

. 

. 

21 

17 

34 

June  12, 1895 . 

. 

. 

. 

33 

. 

Sept,  16, 1895 . •.. 

. 

26 

22 

44 

Sept.  16,  1896 . 

94 

89 

69 

53 

43 

41 

26 

. 

Nov.  1,  1896 . 

107 

92 

81 

68 

56 

46 

28 

. 

Oct.  1,  1897 . 

a  37 

a  30 

a  26 

a  52 

Feb.  10,  1898 . 

:::::: 

33 

26 

22 

44 

Feb.  28.  1900 . 

23 

19 

38 

Apr.  18,  1900  . 

. 

26 

22 

44 

Mar.  1,  1901 . 

. 

23 

Apr.  22,  1901  . 

i . 

i . 

33 

Feb.  1,  1905 . 

98 

87 

78 

63 

52 

41 

. 

May  1.  1905  . 

45 

Present  rates . 

98 

....... 

*87 

78 

63 

52 

41 

28 

33 

26 

22 

48 

45 

44 

a  L.  C.  L.  only 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Ml 


Statement  C. — Showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio , 
Louisville,  Ky.,St.  Louis,  Mo.,  New  Orleans,  La.,  to  Anniston,  Ala.,  etc. — Continued. 

i 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2# 

3. 

4. 

5. 

6.  * 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887  . 

108 

102 

88 

71 

59 

47 

32 

33 

31 

28 

52 

57 

56 

Aug.  20,  1887 . 

107 

92 

81 

68 

56 

46 

28 

32 

27 

48 

53 

54 

.Tan.  1, 1888 . 

107 

92 

81 

68 

56 

46 

28 

32 

27 

48 

53 

54 

.Tune  16,  1888 . 

21 

17 

34 

July  16, 1888 . 

. 

26 

Aug.  1.  1888 . 

32 

31 

27 

54 

Aug.  l'  1889 . 

33 

26 

22 

44 

Sept.  17,  1889 . 

101 

84 

75 

61 

51 

. 

45 

Oct.  16,  1889 . 

107 

92 

81 

68 

56 

48 

Nov.  11. 1889  . 

31 

.. 

27 

54 

Mar.  2,  1891 . 

27 

23 

46 

Mav  1.  1892 . 

26 

22 

42 

44 

Sept.  5,  1892 . 

36 

29 

25 

50 

*  Do . 

33 

26 

22 

44 

Mar.  6, 1894 . 

19 

15 

. 

30 

Mar.  16,1894 . 

16 

12 

24 

Apr.  2, 1894 . 

26 

99 

44 

June  9,  1894 . 

88 

32 

28 

24 

20 

16 

16 

Aug.  1,  1894 . 

107 

92 

81 

68 

56 

46 

28 

May  7, 1895 . 

28 

. 

. 

J  une  1.  1895 . 

21 

17 

34 

June  12,  1895 . 

• 

33 

Sept.  16,  1895 . 

26 

22 

44 

Sept.  16'  1896 . 

94 

89 

69 

53 

43 

41 

26 

Nov.  1,  1896 . 

107 

92 

81 

68 

56 

46 

28 

Oct.  1,  1897 . 

a  37 

a  30 

a  26 

a  52 

Feb.  10, 1898 . 

33 

26 

22 

44 

Feb.  28,'  1900 . 

23 

19 

38 

Apr.  18, 1900 . 

26 

22 

. 

44 

Mar.  1,  1901 . 

23 

Apr.  22, 1901 . 

33 

Feb.  1. 1905 . 

98 

87 

78 

63 

52 

41 

May  1, 1905 . 

45 

Present  rates . 

98 

87 

78 

63 

52 

41 

28 

33 

26 

22 

48 

45 

44 

FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1, 1887  . 

Oct.  12, 1887 . 

133 

135 

122 

115 

105 

101 

83 

82 

69 

68 

55 

56 

38 

35 

39 

40 

36 

38 

28 

38 

32 

59 

56 

65 

63 

66 

68 

48 

68 

June  16, 1888 . 

22 

32 

33 

Aug.  1, 1888  . 

. 

June  16, 1889 . 

Julv  1, 1889 . 

32 

Aug.  1, 1889  . 

41 

33 

27 

58 

Sept.  17, 1889  . 

129 

107 

95 

75 

63 

53 

Oct.  16, 1889 . 

135 

115 

101 

82 

68 

56 

Nov.  11, 1889  . 

38 

32 

68 

Mar.  2, 1891 . 

34 

28 

(•0 

May  1,1892 . 

33 

27 

52 

58 

Sept.  5, 1892  . 

44 

36 

30 

64 

*  Do . 

41 

33 

27 

58 

Mar.  6, 1894  . 

26 

20 

44 

Mar.  13, 1894  . 

23 

17 

38 

Apr.  2, 1894 . 

33 

27 

58 

June  9, 1894  . 

66 

55 

48 

38 

32 

26 

23 

Aug.  1,1894  . 

135 

115 

101 

82 

68 

56 

35 

. 

Mav7  7, 1895 . 

32 

. 

June  1, 1895 . 

. 

28 

22 

48 

June  14, 1895. . 

41 

Sept.  16,' 1895 . 

33 

27 

.  58 

Sept.  16, 1896  . . . 

122 

112 

89 

67 

55 

51 

33 

Nov.  1, 1896 

135 

115 

101 

82 

68 

56 

Oct.  1, 1897  . 

45 

37 

31 

66 

Feb.  10, 1898 . 

. 

41 

33 

27 

58 

Feb.  28'  1900 . 

30 

24 

52 

Apr.  18, 1900 . 

. 

33 

97 

58 

Mar.  1,1901  . 

31 

Apr.  22, 1901 . 

41 

Feb.  1, 1905 

126 

. 

110 

98 

77 

64 

51 

Mav  1, 1905 

55 

Mav  15, 1905 . 

121 

106 

95 

75 

62 

49 

Present  rates . 

121 

106 

95 

75 

62 

49 

35 

41 

33 

27 

56 

55  j  58 

«  L.  C.  L.  only, 


342 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  C. — Showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio, 
Louisville,  Kg.,  St.  Louis ,  Mo.,  New  Orleans,  La.,  to  Anniston,  Ala.,  etc. — Continued. 

FROM  NEW  ORLEANS,  LA. 


Per 

Per  hundred  pounds.  bar- 

Effective  dates.  re'-  . 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

w 

H. 

F. 

Oct.  1, 1887 . 

99 

87 

65 

57 

46 

40 

25 

36 

31 

23 

48 

53 

54 

Oct.  20,  1887  . 

103 

88 

77 

64 

52 

42 

24 

28 

27 

44 

49 

46 

June  8.  1888 _ 

22 

18 

36 

June  9.  1888... . . 

19 

15 

. 

30 

June  — ,  1888 . 

. 

. 

17 

13 

26 

Ana.  1.  1888 . 

. 

27 

23 

46 

A  lie-.  4.  1889 _ 

. 

29 

22 

18 

36 

Aug.  9,  1899 . 

23 

. 

Aug.  23,  1889 . 

18 

. 

Dec".  2,  1889 . 

27 

23 

46 

Mar.  6.  1891 . 

23 

19 

38 

Sept.  30,  1892 . 

18 

June  11, 1894 . 

37 

31 

27 

23 

19 

15 

. 

15 

. 

June  27, 1894 . 

34 

28 

24 

20 

16 

12 

12 

Aug.  1,  1894 . 

103 

88 

77 

64 

52 

42 

24 

31 

24 

20 

40 

July  8,  1895 . 

, 

15 

Sept.  22, 1895 . 

. 

. 

20 

Sept.  16’  1896 . 

90 

85 

65 

49 

39 

37 

22 

Oct.  1,  1896 . 

103 

88 

77 

64 

52 

42 

24 

. 

Oct.  L  1897 . 

a  35 

a  28 

a  24 

a  48 

Feb.  10. 1898  . 

31 

24 

20 

40 

Mar.  30. 1901  . '. 

21 

. 

Apr.  22.  1901 . 

31 

Feb.  1 . 1905  . 

94 

83 

74 

59 

48 

37 

Apr.  29, 1905 . 

. 

52 

Present  rates . 

94 

83 

74 

59 

48 

37 

24 

31 

24 

20 

44 

52 

40 

a  L.  C.  L.  only. 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati ,  Ohio, 
Louisville,  Ky.,  St.  Lands,  Mo.,  New  Orleans,  La.,  to  Atlanta,  Ga.,  during  the  period 
from  October  1,  1887 ,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 


Oct.  1,1887... 
June  16, 1888. 
Julv  16,1888  . 
Aug.  1,1888  .. 
Sept.  17, 1889  . 
Oct.  16,1889.. 
Sept.  1, 1891  . . 
Sept.  5, 1892  . . 
Do . . 


Per  hundred  pounds. 


1. 


107  92 


101 

107 


84 

92 


38 


Mar.  16,1894  . 

Mar.  13, 1894  . 

Apr.  2, 1894 . 

June  9, 1894 . 

Aug.  1,1894  .  107 

May  7, 1895  . 

June  1, 1895 . 1 . 

June  12, 1895 . 1 . 

Sept.  16, 1895 . . 

Sept.  16, 1896  . |  81 


32 

92 


3. 


81 


75 

81 


4. 


68 


0. 


6. 


56  46 


61 

68 


51  . 
56  . 


28 

81 


Nov.  1, 1896 
Oct.  16, 1897  . . 
Feb.  10. 1898. . 
Feb.  28, 1900. . 
Apr.  18, 1900. . 
Mar.  1,1901  .. 
Apr.  22,1901.. 
Feb.  1,1905... 
May  1, 1905  . . 
Present  rates 


107 


/  i 

92 


59 

81 


98 


87 


78 


98 


87 


78 


24 

68 


20 

56 


45 

68 


37 

56 


63 


52 


63 


52 


16 

46 


35 

46 


41 

ii 


A. 


28 


16 

28 


28 

28 


Per 

bar¬ 

rel. 


B. 


D.  i  E 


H. 


36 


31 

21 


27 
17  . 


48  53 


30 

36 


31 


27 


45 

48 


35 

38 

35 


28 

31 

28 

21 

18 

28 


24 

27 

24 

17 

14 

24 


30  . 
35  . 


23 

'•28 


19  i. 
24*  ! 


23  34 

28  35 

_  « 39 

....  35 


41 

48 


a  32 
28 
25 
28 


« 28  . 
24  . 
21  . 
24  [, 


2D 

35 

33 


33 


26 

26 


22 

*>> 


48 


46 

53 


45 

48 

48 


F. 


,54 

34 


54 


48 

54 

48 

34 

28 

48 


38 

48 


«  56 
48 
42 
48 


44 

44 


«  L.  C.  L.  only. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


343 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Ky.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Atlanta,  Ga.,  etc. — Continued. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

• 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887 . 

107 

92 

81 

68 

56 

46 

28 

36 

31 

27 

48 

*53 

54 

June  16, 1888 . 

21 

17 

34 

Julv  16, 1888 . 

. 

30 

Aug.  1, 1888  . 

| 

36 

31 

27 

54 

Sept.  17, 1889  . 

. 

101 

84 

75 

61 

51 

45 

Oct.  16, 1889  . 

107 

92 

81 

68 

56 

48 

Sept.  1,1891 . 

35 

28 

24 

48 

Sept.  5, 1892  . 

. 

38 

31 

27 

54 

*  Do . 

35 

28 

24 

48 

Mar.  6, 1894  . 

21 

17 

34 

Mar.  13, 1894  . 

18 

14 

28 

Apr.  2, 1894 . 

28 

24 

48 

June  9, 1894 . 

38 

32 

28 

24 

20 

16 

16 

Aug.  1, 1894  . 

107 

92 

81 

68 

56 

46 

28 

May  7, 1895 . 

30 

June  1,1895 . 

23 

19 

38 

June  12, 1895  . 

35 

Sept.  16' 1895  . 

28 

24 

48 

Sept.  16' 1896  . 

87 

77 

59 

45 

37 

35 

23 

34 

41 

46 

Nov.  1, 1896  . 

107 

92 

81 

68 

56 

46 

28 

35 

48 

53 

48 

Oct.  16, 1897  . 

«  39 

a  32 

a  28 

a  56 

Feb.  10, 1898 . 

35 

28 

24 

48 

Feb.  28'  1900 . 

25 

21 

42 

Apr.  18. 1900 . 

28 

24 

48 

Mar.  1,1901  . 

25 

Apr.  22.1901 . 

35 

Feb.  1, 1905 . >. 

98 

87 

78 

63 

52 

41 

33 

26 

22 

45 

44 

M  av  1 , 1 005 

48 

Present  rates . 

98 

87 

78 

63 

52 

41 

28 

33 

26 

22 

48 

48 

44 

FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1.  1887  . 

132 

112 

98 

80 

66 

54 

34 

42 

36 

31 

32 

55 

61 

64 

Oct.  12.  1887  . 

135 

115 

101 

82 

68 

56 

35 

44 

38 

56 

63 

68 

June  16,  1888  . 

28 

22 

48 

Aug.  1.  1888 . 

38 

32 

68 

June  16,  1889  . 

33 

July  1,  1889 . 

32 

Sept.  17,  1889  . 

129 

107 

95 

75 

63 

53 

Oct.  16,  1889  . 

135 

115 

101 

82 

68 

56 

Sept,  l’  1891 . 

43 

35 

29 

62 

Sept.  5,  1892  . 

. 

46 

38 

32 

68 

*  Do . 

. 

43 

35 

29 

62 

Mar.  6,  1394 . 

28 

22 

48 

Mar.  13,  1894 . 

25 

19 

42 

Apr.  2,  1894 . 

35 

29 

62 

J  une  9,  1894  . 

66 

55 

48 

38 

32 

26 

23 

Aug.  1,  1894 . 

135 

115 

101 

82 

68 

56 

35 

Mav  7,  1895 . 

34 

June  1.  1895  . 

30 

24 

52 

June  14,  1895 . 

43 

Sept.  16,  1895  . 

35 

29 

62 

Sept.  16!  1396 . 

109 

100 

79 

59 

•  49 

45 

30 

42 

49 

56 

Nov.  1,  1896... 

135 

115 

101 

82 

68 

56 

35 

43 

56 

63 

Oct.  i6,  1897  . 

a  47 

a  39 

a  33 

a  70 

Feb.  10,  1898 . 

43 

35 

29 

62 

Feb.  28,  1900 . 

32 

26 

56 

62 

Apr.  18,  1900 . 

35 

29 

Mar.  1,  1901 . 

33 

Apr.  22,  1901  . 

43 

Feb.  1 .  1905 . 

126 

110 

98 

77 

64 

51 

35 

41 

33 

27 

56 

55 

58 

Mav  1,  1905 . 

58 

Mav  15.  1905  . 

121 

106 

95 

75 

62 

49 

Present  rates . 

121 

106 

95 

75 

62 

49 

35 

41 

33 

27 

56 

58 

58 

a  L.  C.  L.  only 


344 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 

f  „ 

Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati ,  Ohio,  Louis¬ 
ville,  Ky.  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Atlanta,  Ga.,  etc. — Continued. 

FROM  NEW  ORLEANS,  LA. 


Effective  dates. 

• 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

.  C. 

D. 

E. 

H. 

F. 

• 

Oct.  1,1887 . 

99 

87 

65 

57 

46 

40 

25 

36 

31 

27 

48 

53 

54 

Oct.  20,1887 . 

103 

88 

77 

64 

52 

42 

24 

32 

27 

23 

44 

49 

46 

June  8, 1888 . 

22 

18 

36 

June  — ,  1888 . 

17 

13 

26 

Aug.  1.1888  . 

27 

23 

46 

Aug.  28,1891  . 

31 

24 

20 

40 

.Tune  11, 1894 . 

37 

31 

27 

23 

19 

15 

15 

June  27. 1894 . 

34 

28 

24 

20 

16 

12 

12 

Aug.  1,1894  . 

103 

88 

77 

64 

52 

42 

24 

July  8, 1895 _ 

13 

Sept.  20, 1895 . 

20 

Sept.  16, 1896  . 

77 

73 

55 

41 

33 

31 

19 

30 

37 

42 

Oct.  1, 1896  . 

103 

88 

/  / 

64 

52 

42 

24 

31 

44 

49 

Oct.  16, 1897 . 

a  35 

a  28 

a  24 

a  48 

Feb.  10, 1898 . 

a  31 

a  24 

a  20 

<i  40 

Mar.  30, 1901  ... 

. 

21 

Apr.  22, 1901 . 

31 

Feb.  1,1905 . 

94 

83 

74 

59 

48 

37 

29 

. 

22 

18 

41 

36 

Apr.  29, 1905  . 

44 

Present  rates . 

.  94 

83 

74 

59 

48 

37 

24 

29 

22 

18 

44 

44 

36 

i 


a  L.  C.  L.  only. 

Statement  showing  changes 'in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio , 
Louisville,  Ky.,  St.  Louis,  Mo.,  and  New  Orleans,  La.,  to  Birmingham,  Ala.,  during 
the  period  from  October  1,  1887,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 


Per  hundred  pounds. 


Per 

bar¬ 

rel. 


1. 

2. 

3. 

4. 

5. 

6.  A. 

B. 

C. 

D.  E. 

1 

H. 

F. 

Oct.  1,1887 . 

108 

102 

88 

71 

59 

47 

32 

33 

32 

28  52 

57 

56 

Jan.  1, 1888 . 

27  . 

53 

Mar.  19, 1888  . 

100 

80 

66 

55 

41 

. 

26 

24  48 

48 

44 

Apr.  16, 1888 . 

. 

24 

22  . 

37 

40 

Mayl,  1888 . 

102 

88 

. 

71 

59 

47 

. 

June  16, 1888 . 

. J 

16 

12  . 

24 

July  16, 1888 . 

. 

. 

27 

14 

20 

Aug.  1, 1888  . 

1 

33 

24 

22  . 

40 

Oct  1,1888 . 

31 

22 

20  . 

36 

Dec.  1, 1888 . 

1 

33 

26 

22  . 

44 

Oct,  16, 1889 . 

. 

89 

79 

68 

55 

47 

36 

. |  43 

Nov.  11,1889  . 

. 

. 

30 

26  1 . 

52 

Nov.  1,1890  . 

_ ! _ 

26 

00. 

44 

Sept.  5, 1892 . 

. 

36 

29 

25  . 

50 

Do . 

. 

. 

. 

. 

33 

26 

22  . 

44 

Mar.  6, 1894  . 

. 

19 

15  . 

30 

Mar.  13, 1894  . 

16 

12  . 

24 

Apr.  2, 1894 . 

26 

22  . 

44 

June  9, 1&94 . 

48 

. 

42 

. 

38 

32 

27 

22 

20 

Aug.  1,1894  . 

89 

79 

68 

55 

47 

36 

32 

May  7, '1895 . 

. 

28 

. 

.1  une  1, 1895 . 

21 

17  1 . 

34 

June  12, 1895 . 

33 

. 1 

Sept,  16, 1895  . 

26 

22  . 

(4 

Sept.  16, 1896  . 

46 

28 

Nov.  1, 1896  . 

47 

32 

Oct.  1, 1897  . 

a  37 

u  30 

a  26  . 

a  52 

Feb.  10. 1898 . 

33 

26 

22  1 . 

44 

Feb.  28, 1900 . 

. 

23 

19  . 

38 

Apr.  18, 1900 . 

. 

26 

22  . 

44 

Mar.  1, 1901 . 

23 

1 

Apr.  22, 1901 . 

33 

Oct.  28,’  1903 . 

40 

Mav  1,1905  . 

43 

Present  rates . 

89 

79 

68 

55 

47 

36 

32 

33 

26 

22  43 

43 

44 

a  L.  C.  L.  only. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


345 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive ,  from  Cincinnati,  Ohio, 
Louisville,  Kg.,  etc.,  to  Birmingham,  Ala.,  etc. — Continued. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A.  | 

B. 

C. 

D.  E. 

H. 

F. 

Oct.  1, 1887  . 

98 

92 

78 

63 

52 

41 

28 

31 

30 

26 

48 

53 

52 

Jan.  1,1888 . 

25 

49 

Mar  19,1888 

90 

70 

58 

48 

35 

24 

22 

44 

44 

40 

Apr.  16, 1888 . 

22 

20 

44 

33 

36 

May  1, 1888. . 

92 

78 

52 

41 

June  16, 1888 . 

. 

14 

10 

20 

July  16, 1888  . 

25 

12 

. 

16 

Aug.  1 , 1888  . 

31 

22 

20 

. 

36 

Oct.  1, 1888  . 

29 

20 

18 

32 

Dec.  1. 1888 . 

31 

24 

20 

40 

Dec.  16, 1888 . 

. 

79 

69 

58 

47 

40 

30 

28 

31 

24 

20 

39 

33 

40 

Nov.  11,1889  . 

28 

24 

48 

Nov.  1,1890  . 

24 

20 

40 

Sept.  5, 18a2 . 

34 

0-7 

27 

23 

. 

46 

‘  Do . 

31 

24 

20 

40 

Mar.  6, 1894  . 

17 

13 

26 

Mar.  13, 1894  . 

:::::: 

_ 1 . 

14 

10 

20 

Apr.  2, 1894 . 

24 

20 

40 

.1  line  9, 1894  . 

38 

32 

28 

24 

20 

16 

16 

Aug.  1, 1894  . 

79 

69 

58 

47 

40 

30 

28 

May  7, 1895 . 

26 

.1  une  1 , 1895 . 

. 

19 

15 

30 

June  12. 1895 . 

31 

. 

Sept.  16, 1895  . 

24 

20 

40 

Sept.  16, 1896  . . 

39 

24 

Nov.  1 . 1896  . 

40 

28 

. 

Oct.  1, 1897  . 

«  35 

a  28 

a  24 

«  48 

Feb.  10, 1898 . 

31 

24 

20 

40 

Feb.  28, 1900 . 

. 

21 

17 

. 

34 

Apr.  18’  1900 . 

. 

24 

20 

40 

Mar.  1, 1901 . 

. 

21 

Apr.  22,1901 . 

31 

• . 

. 

Oct.  28,1903  . 

• 

36 

Mavl  1905 

. . 

1 

39 

Present  rates . 

79 

69 

58 

47 

40 

30 

28 

31 

24 

20 

39 

39 

40 

FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1,  1887  . 

Oct.  12,  1887  . 

Jan.  1,  1888  . 

123 

126 

112 

115 

95 

98 

75 

77 

62 

64 

49 

51 

34 

35 

37 

39 

34 

37* 

30 

31 

30 

55 

56 

61 

63 

62 

66 

Apr.  16,  1888 . 

. 

113 

90 

72 

. 

60 

45 

35 

29 

25 

52 

43 

50 

June  16, 1888 . 

115 

98 

77 

64 

51 

21 

15 

34 

July  16,  1888  . 

33 

19 

30 

Aug.  1.  1888 . 

39 

29 

25 

50 

Oct  1,  1888  . 

37 

27 

23 

46 

Dec.  1.  1888 . 

107 

92 

78 

61 

52 

40 

35 

39 

31 

25 

47 

54 

June  16, 1889 

26 

. 

July  1.  1889 . 

25 

Nov.  11,  1889 . 

35 

29 

62 

Nov.  1,  1890 . 

31 

25 

54 

Sept.  5,  1892  . 

. 

42 

34 

28 

60 

Do . 

39 

31 

25 

54 

Mar.  6,  1894 . 

24 

18 

40 

Mar.  13,  1894 . 

21 

15 

34 

Apr.  2,  1894 . 

31 

25 

54 

June  9,  1894  _ _ 

66 

55 

48 

38 

32  . 

26 

23 

Aug.  1,  1894 . 

107 

92 

78 

61 

52 

40 

35 

May  7,  1895 . 

30 

June  1.  1895  . 

26 

20 

44 

.1  une  14.  1895 . 

39 

Sept.  16.  1895  . 

31 

25 

54 

Sept.  16,  1896  . 

51 

31 

Nov.  1.  1896 . 

. 

52 

35 

Oct.  1.  1897  . 

<443 

a  35 

«29 

a  62 

Feb.  10,  1898  . 

39 

31 

25 

54 

Feb.  28,  1900 . 

. 

28 

22 

48 

Apr.  18.  1900  . . . 

. 

31 

25 

54 

Mar.  1,  1901.. 

29 

Apr.  22,  1901  . . 

39 

Oct.  28,  1903  . 

46 

May  1,  1905 

49 

May  15.  1905 . 

102 

88 

75 

59 

50 

38 

46 

Present  rates . 

102 

88 

75 

59 

50 

38 

35 

39 

31 

25 

47 

46 

54 

a  L.  C.  L.  only. 


346 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio, 
Louisville,  Ky.,  etc.,  to  Birmingham,  Ala.,  etc. — Continued. 

FROM  NEW  ORLEANS,  LA. 


Effective  rates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4- 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1,1887 . 

85 

74 

58 

46 

38 

38 

25 

28 

28 

24 

46 

46 

48 

Oct.  20. 1887 . 

30 

32 

22 

Nov.  7, 1887 . 

94 

88 

74 

59 

48 

37 

24 

27 

26 

44 

49 

44 

June  8, 1888 . 

15 

11 

40 

29 

22 

June  0, 1888 . 

12 

8 

16 

June  — .  1888. . 

10 

6 

12 

Aug.  1,1888... 

26 

22 

44 

Dec.  27, 1888  . 

20 

16 

32 

Dec.  2, 1889  . 

24 

20 

40 

Sept.  25, 1890 . 

. 

40 

Nov.  6,1890  . 

20 

16 

32 

Dec.  16,1892  . 

75 

65 

54 

43 

36 

26 

24 

35 

29 

June  11, 1894 . 

37 

31 

27 

23 

19 

15 

15 

June  27, 1894 . 

34 

28 

24 

20 

16 

12 

12 

Aug.  1, 1894 . 

94 

88 

74 

59 

48 

37 

24 

44 

July  8, 1895  . 

11 

Sept.  20, 1895 . 

16 

Apr.  10, 1896  . 

89 

79 

68 

55 

47 

36 

Sept.  16, 1896 . 

46 

20 

. 

Oct.  1, 1896 . 

47 

24 

«  31 

a  24 

a  20 

. 

«  40 

Feb.  10, 1898 . 

a  27 

u  20 

a  16 

a  32 

Mar.  30, 1901  _ 

...... 

17 

Apr.  22, 1901 . 

27 

Oct.  28j  1903. . 

32 

Apr.  29  1905 

35 

Present  rates . 

89 

79 

68 

55 

47 

36 

24 

27 

20 

16 

44 

35 

32 

a  L.  C,  L.  only. 


State  me)  it  showing  changes  in  rates  on  classes  1  to  F inclusive,  from  Cincinnati,  Ohio,  Lou¬ 
isville,  Ky.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Chattanooga,  Tenn.,  during  the  period 
from  October  1,  1887 .  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

• 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1.  2. 

3.  4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1.  1887 . 

76  65 

57  48 

40 

33 

20 

26 

23 

19 

34 

38 

38 

June  16, 1888 . 

1 

13 

9 

37 

IS 

Julv  16.  1888  . 

20 

Aug.  1.  1888 . 

26 

23 

19 

38 

Mar.  16.  1889 . 

33 

Sept.  17,  1889 . 

72  60 

53  43 

36 

32 

Oct.  1.  1889 . 

30 

Oct.  16,  1889 . 

76  65 

57  47 

40 

34 

Nov.  11.  1889 . 

25 

21 

42 

Nov  16,1890 . 

23 

19 

38 

Sept.  5, 1892 . 

29 

26 

22 

44 

Do . 

26 

23 

19 

. 

38 

Mar.  6.  1894 . 

16 

12 

24 

Mar.  13.  1894 . 

13 

9 

18 

Apr.  2,  1894  . 

23 

19 

33 

June  9,  1894 . 

27  23 

20  17 

"ii 

11 

11 

Aug.  1.  1894 . 

76  1  65 

57  j  47 

40 

30 

20 

May  7. 1895 _ 

21 

1 

June  1,  1895 . 

18 

14 

28 

June  12  1895 

..i 

26 

Sept.  16.  1895 . 

. i 

23 

19 

38 

Oct.  1,  1897 . 

a  30 

a  27 

n  23  . 

u  46 

Feb.  10. 1898... . 

• 

26 

23 

19 

38 

Feb.  28,  1900 . 

« 

20 

16 

32 

Apr.  18,  1900 . 

23 

19 

38 

Mar.  1.  1901 . 

18 

Apr.  22,  1901  . 

26 

Oct.  28,  1903 . 

36 

Mav  1. 1905 . 

39 

Present  rates . 

76  65 

57  47 

40 

30 

20 

26 

23 

19 

34 

39 

38 

«  L.  C.  L.  only. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


347 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnatti,  Ohio ,  Louis¬ 
ville ,  Ky.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Chattanooga,  Tenn.,  etc. — Cont’d. 

FROM  LOUISVILLE,  KY. 


Per 

Per  hundred  pounds. 

bar- 

Effective  dates. 

• 

rel. 

1. 

2. 

O 

o. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1,1887 . 

76 

65 

57 

48 

40 

33 

20 

26 

23 

19 

34 

38 

38 

June  16, 1888 . 

13 

9 

37 

18 

July  16,1888  . 

20 

Aug.  1,  1888 . 

26 

23 

19 

38 

Mar.  16,  1889 . 

33 

Sept,  17, 1889 . 

72 

60 

53 

43 

36 

32 

Oct,  1, 1889 . 

30 

Oct.  16, 1889 . 

76 

65 

57 

47 

40 

34 

Nov.  11.  1889 . 

25 

21 

42 

Nov.  16.  1890 . 

23 

19 

38 

Sept.  5,  1892 . 

29 

26 

22 

44 

‘  Do . 

26 

23 

19 

38 

Mar."  6,  1894 . 

. 

_ 

16 

12 

24 

Mar.  13,  1894 . 

13 

9 

18 

38 

Apr.  2,  1894  . 

23 

19 

June  9, 1894 . 

27 

23 

20 

17 

14 

11 

11 

Aug.  1.  1894 . 

76 

65 

57 

47 

40 

30 

20 

Mav  7.  1895 . 

21 

June  1, 1895 . 

r 

18 

14 

28 

June  12, 1895 . 

26 

Sept,  16.  1895  . 

23 

19 
a  23 

38 

Oct,  1,  1897 . 

a  30 

a  27 

ci  46 

Feb.  10,  1898  . 

| 

26 

•  23 

19 

38 

Feb.  28.  1900 . 

20 

16 

32 

Apr.  18,  1900 . 

23 

19 

38 

Mar.  1,  1901 . 

is 

Apr.  22,  1901  . 

26 

Oct.  28,  1903 . 

. I . 

... 

36 

May  1,  1905 . 

39 

Present  rates . 

76  1  65 

57 

47 

40 

30 

20 

26 

23 

19 

34 

39 

38 

*  4 

FROM  EAST  ST.  LOUIS,  ILL. 

- 

Oct.  1,  1887  . 

101 

85 

74 

60 

50 

41 

26 

32 

27 

23 

41 

46 

48 

Oct.  12,  1887  . 

104 

88 

77 

62 

52 

43 

27 

34 

30 

24 

42 

48 

52 

June  16, 1888 . 

20 

14 

47 

32 

July  16,  1888  . 

28 

Aug.  1,  1888 . 

34 

30 

24 

52 

Mar.  16,  1889 . 

43 

June  16,  1889 . 

25 

July  1,  1889 . 

24 

Sept.  17, 1889 . 

100 

83 

73 

57 

48 

1 

40 

Oct.  1, 1889 . 

40 

Oct.  16, 1889 . 

104 

88 

77 

61 

52 

42 

Nov.  11,  1889 . 

32 

26 

56 

Nov.  ie!  1890 . 

30 

24 

52 

Sept.  5, 1892 . 

37 

33 

27 

58 

52 

Do . 

34 

30 

24 

. 

Mar.  6,  1894 . 

. 

23 

17 

. 

88 

Mar.  13,  1894 . 

. 

. 

20 

14 

24 

32 

Apr.  2,  1894  . 

30 

52 

June  9, 1894. . . 

55 

46 

40 

31 

26 

21 

18 

Aug.  1,  1894 . 

Mav  7,  1895  . 

104 

88 

77 

61 

52 

40 

27 

25 

June  1. 1895 . 

25 

19 

42 

June  14,  1895. 

34 

Sept.  16,  1895 . 

. 

30 

24 

. 

52 

Oct.  1 .  1897  _ 

. 

a  38 

a  34 

a  28 

a  60 

Feb.  10.  1898 _ 

34 

30 

24 

52 

Feb.  28,  1900 . 

27 

21 

46 

Apr.  18’  1900 . 

30 

24 

52 

Mar.  1,1901 . 

. 

26 

Apr.  22, 1901  . 

34 

Oct.  28,  1903  . 

. 

46 

Mav  1.  1905 . 

« 

49 

Mav  15,  1905 . 

99 

84 

74 

59 

50 

30 

Present  rates . 

99 

84 

74 

59 

50 

30 

27 

34 

30 

24 

42 

49 

52 

a  L.  C.  L.  only. 


348 


DIGEST  OF  HEARINGS  ON  KAILWAY  KATES 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Kg.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Chattanooga,  Term.,  etc. — Cont’d. 

FROM  NEW  ORLEANS,  LA. 


Effective  dates. 


Per  hundred  pounds. 


Per 

bar¬ 

rel. 


1. 

2. 

3. 

4. 

5. 

6.  A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1,  1887  . 

70 

55 

40 

32 

32 

27  ;  27 

27 

28 

22 

40 

40 

60 

Nov.  7,  1887 . 

94 

88 

74 

59 

48 

37  24 

26 

44 

49 

44 

June  8, 1888 . 

15 

11 

40 

29 

22 

.Time  10  1888 

10 

6 

12 

Aug.  1,  1888. . 

26 

22 

44 

Sept.  25, 1890 . 

40  1. 

July  1,  1892  . . 

18 

1 

J une  11, 1894. . 

37 

31 

27 

23 

19 

15  I  15 

J une  27, 1894 

34 

28 

24 

20 

16 

12  12 

Aug.  1.  1894 . 

103 

88 

77 

64 

52 

42  24 

31 

24 

20 

44 

49 

40 

July  8,  1895  . . . 

15 

! 

Sept.  20, 1895 . 

20 

Oct.  1, 1897 . 

a  35 

a  28 

a  24 

|* 

a  48 

Feb.  10.  1898  . 

a  31 

a  24 

a  20 

«  40 

Mar.  30,  1901 . 

21 

Apr.  22,  1901 . 

. 

31 

Apr.  28,  1905 . 

52  . 

Present  rates . 

103 

88 

77 

64 

52 

42  24 

31 

24 

20 

44 

52 

40 

a  L.  C.  L.  only. 

Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio, 
Louisville,  Kg.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Decatur,  Ala.,  during  the  period 
from  October  1,  1887,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1,  1887  . 

92 

80 

72 

58 

50 

46 

40 

44 

37 

30 

48 

53 

72 

Apr.  16,  1888  . 

90 

75 

67 

53 

44 

41 

36 

33 

28 

26 

36 

49 

52 

June  16,  1888 . 

82 

73 

39 

32 

29 

24 

29 

39 

Dec.  1,  1888  . 

99 

81 

69 

62 

54 

49 

37 

36 

37 

30 

46 

44 

74 

June  16,  1889 . 

60 

51 

45 

35 

35 

34 

27 

45 

32 

68 

Nov.  11.  1889 . 

85 

72 

65 

54 

46 

36 

25 

24 

21 

19 

36 

34 

43 

June  1,  1892 . 

22 

Sept.  5,  1892 . 

27 

25 

22 

49 

Do . 

. 

24 

22 

19 

36 

34 

43 

Mar.  6,  1894 . 

15 

12 

29 

Mar.  13,  1894 . 

12 

«) 

23 

Apr.  2,  1894 . 

22 

19 

43 

June  9,  1894 . 

37 

33 

30 

25 

21 

17 

15 

Aug.  L  1894 . 

85 

72 

65 

54 

46 

36 

25 

May  7,  1895  . 

19 

June  1,  1895 . 

17 

14 

33 

June  12,  1895 . 

24 

Sept.  16,  1895 . 

22 

19 

43 

Oct.  1,  1897  . 

l 

a  28 

a  26 

a  23 

a  51 

Feb.  10,  1898 . 

24 

22 

19 

43 

Feb.  28,  1900 . .•.. 

19 

16 

. 

37 

Mar.  10.  1900 . 

89 

79 

68 

55 

47 

27 

28 

22 

18 

38 

37 

Apr.  18,  1900 . 

25 

21 

43 

July  31,  1900 . 

42 

Mar.  1.  1901 . 

18 

Apr.  22,  1901  . 

28 

Present  rates . 

89 

79 

68 

55 

47 

36 

27 

28 

25 

21 

38 

37 

42 

«L.  C.  L.  only. 


1 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


349 


Statement  thawing  changes  in  rates  on  classes  1  to  F,  inclusive ,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Kg.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Decatur,  Ala.,  etc. — Continued. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C.  1 

D.  | 

E.  1 

H. 

F. 

Oct.  1, 1887  . 

82 

70 

62 

48 

40 

36 

35 

39 

32 

25 

43 

48 

62 

Apr.  16,1888 . 

80 

65 

57 

45 

37 

35 

32 

31 

26 

24 

32 

45 

48 

June  16, 1888 . 

72 

63 

33 

28 

27 

22 

25 

35 

Dec.  1, 1888 . 

8tP 

71 

59 

52 

44 

39 

32 

31 

32 

25 

41 

39 

64 

Nov.  11, 1889  . 

75 

62 

oo 

46 

39 

30 

21 

22 

19 

17 

32 

30 

39 

June  1, 1892 . 

20 

Sept.  5, 1892  . 

. 

25 

23 

20 

45 

Sept,  15, 1892  . 

22 

20 

17 

39 

Mar.  6, 1894  . 

13 

10 

25 

Mar.  13, 1894  . 

. 

10 

7 

19 

Apr.  2, 1894 . 

20 

17 

39 

June  9, 1894 . 

27 

23 

20 

17 

14 

11 

. 

11 

Aug.  1, 1894  . 

75 

62 

55 

46 

39 

30 

21 

May  7, 1895 . 

. 

17 

June  1, 1895 . 

15 

12 

29 

June  12, 1895 . 

22 

Sept.  16, 1895  . 

. 

. 

20 

. 

17 

39 

Oct,  1. 1897  . 

a  26 

a  24 

a  21 

a  47 

Feb.  10, 1898 . 

22 

20 

17 

39 

Feb.  28j  1900 . 

17 

14 

33 

Mar.  10,1900  . 

79 

69 

58 

47 

40 

30 

23 

26 

20 

16 

34 

33 

Apr.  18,' 1900 . 

23 

19 

39 

J  lily  31 '  1900 . 

38 

Mar.  1,1900  . 

16 

. 

. 

Apr.  22, 1901 . 

26 

Present  rates . 

79 

69 

58 

47 

40 

30 

23 

26 

23 

19 

34 

'  33 

38 

FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1, 1887 . 

Oct.  12, 1887 . 

Jan.  1,  1888 . 

Apr.  16,  1888 . 

June  16,  1888 . 

101 

104 

110 

108 

100 

117 

81 

84 

93 
88 
86 

94 

71 

74 

82 

77 

54 

56 

62 

59 

48 
50 
52 

49 

43 

45 

46 
45 
43 
49 

36 

37 
39 
39 
35 

38 
40 

39 
39 
35 

38 
40 

39 
33 

30 

31 
30 

29 
27 

30 

31 

48 

49 
49 
40 
33 
49 

53 

55 

49 

55 

45 

49 

72 
76 

73 
62 

Dec.  1,  1.888 . 

June  16, 1889 . 

79 

66 

56 

39 

39 

39 

78 

Julv  1,  1889 . 

. 

30 

Nov.  11,  1889 . 

103 

85 

75 

60 

51 

40 

28 

30 

26 

22 

40 

40 

53 

Jan.  1,  1890  . 

105 

73 

54 

42 

27 

32 

50 

Mav  L  1890  . 

103 

75 

60 

51 

26 

40 

53 

June  1,  1892 . 

27 

Sept.  5, 1892 . 

33 

30 

25 

40 

59 

Sept,  15. 1892 . 

30 

27 

22 

53 

Mar.  6,  i894 . 

20 

15 

39 

Apr.  2.  1894 . 

27 

22 

53 

June  9, 1894 . 

55 

46 

40 

31 

26 

21 

18 

Aug.  1,  1894 . 

103 

85 

75 

60 

51 

40 

28 

Mav  7,  1895  . 

21 

June  1, 1895 . 

22 

17 

43 

June  14,  1895 . 

30 

Sept.  16, 1895 . 

27 

22 

53 

Oct.  1 ,  1897  . 

1 

a  34 

a  31 

a  26 

a  61 

Feb.  10,  1898 . 

30 

27 

22 

53 

Feb.  28'  1900 . 

24 

19 

47 

Mar.  10,  1900 . 

107 

92 

78 

61 

52 

30 

34 

27 

21 

42 

43 

Apr.  18,  1900 . 

30 

24 

53 

July  31.  1900 . 

52 

Mar.  1,  1901 . 

24 

..  . 

Apr.  22.  1901  . 

34 

. 

May  20,  1905  . 

102 

88 

75 

59 

50 

38 

Present  rates . 

102 

88 

75 

59 

50 

38 

30 

34 

30 

24 

42 

43 

52 

a  L.  C.  L.  only. 


850 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Ky.,  St.  Lous,  Mo.,  New  Orleans,  La.,  to  Decatur,  Ala.,  etc. — Continued. 


FROM  NEW  ORLEANS,  LA. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A.  B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1,1887 . 

104 

90 

78 

65 

53 

42 

34  41 

42 

34 

45 

54 

68 

.T  une  13, 1889 . 

106 

87 

68 

63 

58 

54 

42  44 

34 

30 

54 

62 

July  9, 1889  . 

88 

74 

53 

48 

40  . 

51 

Aug.  14, 1891 . 

95 

83 

68 

44 

37 

27  -  29± 

274 

24 

38 

46 

51 

June  11.1894 . 

37 

31 

27 

23 

19 

15 

15  . 

June  27, 1894 . 

34 

28 

24 

20 

16 

12 

12  . 

Aug.  1,1894 . 

85 

75 

62 

48 

41 

34 

24  27 1 

24 

20 

35 

43 

40 

July  8, 1895  . 

15 

Sept.  20, 1895 . 

20 

. 

Feb.  15, 1897  . 

50 

.  30 

Oct.  1,1897 . 

.  a  34 

a  28 

a  24 

. 

a  48 

Feb.  10, 1898  . 

30 

24 

20 

40 

Mar.  10, 1900 . 

89 

82 

65 

51 

42 

.  31 

37 

46 

Mar.  30'  1901 . 

.  21 

Apr.  22, 1901  . 

.  31 

Present  rates . 

89 

82 

65 

51 

42 

34 

24  31 

,  24 

20 

37 

46 

40 

«L.  C.  L.  only. 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio, 
Louisville,  Ky.,  St.  Louis,  Mo.,  and  New  Orleans,  La.,  to  Florence,  Ala.,  during  the 
period  from  October  1,  1S87,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

' 

F. 

Oct.  1, 1887  . 

100 

85 

75 

60 

50 

48 

48 

48 

43 

37 

50 

55 

84 

Aug.  1,1888  . 

82 

73 

67 

53 

44 

39 

32 

29 

28 

24 

29 

39 

52 

Dec.  16, 1888 . 

71 

62 

49 

39 

37 

32 

24 

25 

19 

40 

Apr.  16, 1889 . 

81 

67 

28 

35 

Nov.  11. 1889  . 

85 

72 

65 

54 

46 

36 

25 

21 

36 

34 

43 

May  1,1891 . 

34 

Aug.  1, 1891 . 

43 

J une  l,  1892 . 

22 

Sept,  5,'  1892  . 

27 

25 

22 

•  49 

Sept.5^  1892  . 

24 

22 

19 

43 

Mar.  6,1894  . 

15 

12 

29 

Mar.  13, 1894  . 

12 

9 

23 

Apr.  2, 1894 . 

22 

191 

43 

June  9, 1894 . 

37 

33 

30 

25 

21 

17 

is 

. 

Aug.  1,1894  . 

85 

72 

65 

54 

46 

36 

25 

May  7, 1895  . 

19 

June  1,1895 . 

17 

14 

33 

J  une  12, 1895 . 

24 

Sept.  16, 1895  . 

22 

19 

43 

Oct.  1,1897  . 

a  28 

a  26 

a  23 

a  51 

Feb.  10,1898 . 

24 

22 

19 

43 

Feb.  28, 1900 . 

19 

16 

37 

Mar.  10, 1900  . 

89 

79 

68 

55 

47 

36 

27 

28 

22 

18 

38 

37 

Apr.  18,1900 . 

25 

21 

43 

July  31, 1900  . 

42 

Mar.  1,1901 . 

18 

Apr.  22, 1901 . 

28 

Present  rates . 

89 

79 

68 

55 

47 

36 

27 

28 

25 

21 

38 

37 

42 

«  L.  C.  L.  only. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


351 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive ,  from  Cincinnati ,  Ohio ,  Louis¬ 
ville,  Ky.,  St.  Louis,  Mo.,  and  New  Orleans ,  La.,  to  Florence,  Ala.,  etc. — Continued. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

i. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1,1887 . 

90 

75 

65 

50 

40 

38 

43 

43 

38 

32 

45 

50 

76 

Aug.  1, 1888  . 

72 

63 

57 

45 

37 

33 

28 

27 

26 

22 

25 

35 

48 

Dec.  1G,  1888 . 

61 

52 

41 

32 

31 

28 

22 

23 

17 

36 

4pr.  1G,  1889 . 

71 

57 

24 

31 

Nov.  11, 1889  . 

75 

62 

55 

46 

39 

30 

21 

19 

32 

30 

39 

May  1, 1891 . 

30 

Aug.  1,1891 . 

39 

June  1. 1892 . 

20 

Sept,  5,  1892  . 

. 

25 

23 

20 

45 

Sept.  5, 1892  . 

99 

20 

17 

39 

Mar.  6, 1894  . 

. 

. 

13 

10 

25 

Mar.  13,1894  . 

10 

7 

19 

Apr.  2, 1894 . 

20 

17 

39 

.1  une  9, 1894 . 

27 

23 

20 

17 

14 

11 

11 

Aug.  1, 1894  . 

75 

62 

55 

46 

39 

30 

21 

May  7, 1895 . 

17 

June  1 , 1895 . 

15 

12 

29 

June  12, 1895 . 

22 

Sept.  16, 1895  . 

20 

17 

39 

Oct.  1, 1897  . 

a  26 

a  24 

a  21 

a  47 

Feb.  10, 1898 . 

22 

20 

17 

39 

Feb.  28, 1900 . 

17 

14 

33 

Mar.  10, 1900  . 

79 

69 

58 

47 

40 

23 

26 

20 

16 

34 

33 

Apr.  18, 1900 . 

23 

19 

39 

July  31, 1900 . 

38 

Mar.  1,1901 . 

. 

16 

Apr.  22, 1901 . 

. 

26 

Present  rates . 

79 

69  • 

58 

47 

40 

30 

23 

26 

23 

19 

34 

33 

38 

FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1  1887 . 

97 

79 

69 

50 

44 

41 

34 

36 

36 

29 

44 

49 

68 

Oct.  12, 1887 . 

100 

82 

72 

52 

46 

43 

35 

38 

38 

30 

45 

51 

72 

Jan.  1,  1888  . 

116 

93 

83 

64 

52 

40 

38 

29 

48 

48 

71 

July  16,  1888 . 

100 

86 

77 

59 

49 

43 

35 

35 

33 

27 

33 

45 

62 

Aug.  1,  1888 . 

84 

72 

55 

44 

41 

37 

30 

30 

22 

50 

Oct  16,  1888  . 

35 

Apr.  16,  1889 . 

99 

80 

31 

41 

June  16, 1889 . 

23 

July  1.  1889 . 

22 

Nov.  11.  1889 . 

103 

85 

75 

60 

51 

40 

28 

26 

22 

40 

40 

53 

Jan.  1,  1890  . 

105 

73 

54 

42 

27 

32 

50 

May  1.  1890 . 

103 

75 

60 

51 

26 

40 

53 

May  1 ,  1891 . 

44 

Aug.  1, 1891 . 

53 

June  l,  1892  . 

27 

Sept.  5, 1892 . 

33 

30 

25 

59 

53 

Sept.  5,1892 . 

'30 

27 

22 

Mar.  6,' 1894 . 

20 

15 

39 

Apr.  2,'  1894 . 

27 

22 

53 

June  9,  1894  . 

55 

46 

40 

31 

26 

21 

18 

Aug.  1,1894 . 

103 

85 

75 

60 

. 

51 

40 

28 

May  7, 1895 . 

21 

June  1, 1895 . 

22 

17 

43 

June  14, 1895 . 

30 

Sept.  16, 1895 . 

27 

22 

53 

Oct.  1. 1897 . 

a  34 

a  31 

a  26 

«61 

Feb. 10. 1898 . 

30 

27 

22 

53 

Feb.  28.  1900 . 

24 

19 

47 

Mar.  10.  1900 . 

107 

92 

78 

61 

52 

30 

34 

27 

21 

42 

43 

Apr.  18,  1900 . 

30 

24 

53 

July  31,’  1900  . . 

52 

Mar.  1,  1901 . 

24 

Apr.  22.  1901 

.. 

. 

34 

Mav  20.  1905  . . 

102 

88 

75 

59 

50 

38 

Present  rates . 

102 

88 

75 

59 

50 

38 

30 

34 

30 

24 

42 

43 

52 

«L.  C.  L.  only 


352 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Kg.,  St.  Louis,  Mo.,  and  Neiv  Orleans,  La.,  to  Florence ,  Ala.,  etc. Continued. 

FROM  NEW  ORLEANS,  LA. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

F. 

1. 

2 

3. 

4. 

5. 

6. 

<2 

C. 

D. 

E. 

H. 

Oct.  1. 1887  . 

108 

93 

78 

65 

54 

45 

46  50 

75 

45 

65 

85 

90 

Dec.  31, 1888 . 

104 

90 

78 

53 

42 

34  41 

42 

34 

45 

51 

68 

July  8, 1889  . 

106 

88 

74 

63 

58 

54 

42  44 

34 

30 

54 

62 

July  y  1889 

48 

40  . 

51 

Aug.  14, 1891 . 

85 

75 

62 

48 

41 

34 

25  27 5 

254 

22 

35 

43 

47 

.1  an  1  1 898 

24  . 

24 

20 

40 

Feb  15  1897 

50 

.  30 

. 

Oct  1  1897 

.  a  34 

. 

a  28 

a  24 

n  48 

Feb  10  1898. 

.  30 

24 

20 

40 

Mar  10  1900 

89 

82 

65 

51 

42 

.  31 

37 

46 

Mar  30  1901  . 

.  21 

Apr  22  1901 

. 

.  31 

Present  rates . 

89 

82 

65 

51 

42 

34 

.  24  31 

24 

20 

37 

46 

40 

a  L.  C.  L.  only. 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive ,  from  Cincinnati,  Ohio, 
Louisville,  Ky.,St.  Louis,  Mo.,  and  New  Orleans,  La.,  to  Gadsden ,  Ala.,  during  the  period 
from  October  1,  18S7,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

Per  hundred  pounds. 

• 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F- 

Feb  1,1889 . 

93 

81 

68 

55 

47 

37 

35 

38 

31 

26 

53 

47 

55 

Apr.  16, 1889 . 

87 

77 

64 

52 

44 

33 

31 

34 

29 

23 

49 

.  .  #  .  %<1 

46 

Sept.  17, 1889  . 

98 

92 

78 

63 

52 

41 

28 

31 

24 

20 

44 

33 

40 

Oct.  16, 1889 . 

79 

69 

58 

47 

40 

30 

• 

39 

.  ) _ 

Nov.  11, 1889  . 

31 

54 

Nov.  16, 1890  . 

. 

30 

25 

52 

Mar.  2, 1891  . . . 

27 

23 

46 

May  1, 1892  . 

. 

26 

22 

42 

44 

Sept.  5, 1892  . 

34 

29 

25 

50 

Sept.  15, 1892  . 

31 

26 

22 

39 

44 

Mar.  6, 1894  . . . 

. 

19 

15 

. 

30 

Mar.  13, 1894  . 

16 

12 

24 

Apr.  2, 1894 . 

. 

26 

22 

44 

June  9, 1894 . 

38 

32 

28 

24 

20 

16 

16 

. 

Aug.  1 , 1894  . 

79 

69 

58 

47 

40 

30 

28 

4 

May  7,1895 . 

26 

June  1, 1895 . 

21 

17 

34 

June  12, 1895 . 

31 

Sept  16, 1895 . 

26 

22 

44 

Oct.  1,1897  . 

a  35 

fi  30 

a  26 

a  52 

Feb.  10,1898 . 

31 

26 

22 

44 

May  1, 1898 . 

107 

92 

81 

68 

56 

46 

33 

48 

44 

Feb.  28, 1900 _ ' _ 

23 

19 

38 

Apr.  18’  1900 . 

26 

22 

44 

Mar.  1,1901  . 

23 

. 

Apr.  22, 1901 . 

33 

Feb.  1, 1905. 

98 

87 

78 

63 

52 

41 

Mav  1,1905 . 

45 

Present  rates . 

. 

98 

87 

78 

63 

52 

41 

28 

33 

26 

22 

48 

45 

44 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


353 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive ,  from  Cincinnati ,  Ohio ,  Louis¬ 
ville ,  Ky .,  St.  Louis ,  Mo.,  and  New  Orleans,  La.,  to  Gadsden,  Ala.,  etc. — Cont’d. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

*6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Apr.  16,  1888 . 

98 

90 

70 

58 

48 

35 

28 

31 

22 

20 

44 

44 

36 

May  1,  1888 . 

33 

May  16, 1888 . 

. 

78 

63 

52 

41 

Aug.  16,  1888 . 

23 

37 

OcL  1,  1888  . 

22 

Dec.  1,  1888 . 

23 

38 

Feb.  1.  1889 . 

93 

81 

68 

55 

47 

37 

35 

38 

31 

26 

53 

47 

55 

Apr.  16,  1889 . 

89 

77 

64 

52 

44 

33 

31 

34 

29 

23 

49 

46 

Sept,  17,  1889  . 

79 

69 

58 

47 

40 

30 

28 

31 

24 

20 

39 

33 

40 

Nov.  11,  1889 . 

31 

27 

54 

Nov.  16,  1890 . 

. 

30 

25 

52 

Mar.  2,  1891 . 

27 

23 

46 

Mav  1.  1892  . 

26 

22 

42 

44 

Sept.  5, 1892 . 

. 

. 

34 

29 

25 

50 

Sept.  15, 1892 . 

31 

26 

22 

44 

Mar.  6,  1894 . 

19 

15 

30 

Mar.  13,  1894 . 

. 

16 

12 

24 

Apr.  2,  1894  . 

26 

22 

44 

June  9,  1894 . 

38 

32 

28 

. 

24 

20 

16 

16 

Aug.  1,  1894 . 

79 

69 

58 

47 

40 

30 

28 

Mav  7.  1895  . 

26 

June  1,  1895 . 

21 

17 

34 

June  12,  1895 . 

31 

Sept.  16”,  1895  . 

26 

22 

44 

Oct.  1,  1897  . 

a  35 

a  30 

a  26 

a  52 

Feb.  10,  1898 . 

31 

26 

22 

44 

May  1,  1898  . 

107 

92 

81 

68 

56 

46 

28' 

33 

48 

42 

Feb.  28,  1900 . 

23 

19 

38 

Apr.  18.  1900 . 

26 

22 

44 

Mar.  1, 1901 . 

23 

Apr.  22,  1901  . 

33 

Feb.  1,  1905 . 

98 

87 

78 

63 

52 

41 

Mav  1,  1905 . 

45 

Present  rates . 

98 

87 

78 

63 

52 

41 

28 

33 

26 

22 

48 

45 

44 

FROM  EAST  ST.  LOUIS,  ILL. 


Jan.  1,1888 . 

Apr.  16,1888 . 

126 

115 

113 

98 

90 

77 

72 

64 

60 

51 

45 

36 

35 

42 

39 

37 

29 

31 

25 

56 

52 

63 

54 

43 

72 

50 

May  1,1888 . 

May  16, 1888 . 

115 

98 

77 

64 

51 

35 

26.5 

52 

46 

56 

Aug.  16, 1888  . 

47 

Dec.  1,1888 . 

30 

25 

52 

Feb.  1,1889 . 

121 

104 

88 

69 

59 

47 

42 

46 

38 

31 

61 

57 

69 

Apr.  16, 1889 . 

117 

100 

84 

66 

56 

■  43 

38 

42 

36 

28 

57 

60 

June  16, 1889 . 

29 

July  1, 1889 . 

28 

Sept.  17, 1889  . 

107 

92 

78 

61 

52 

40 

35 

39 

31 

25 

47 

43 

54 

Nov.  11, 1889  . 

38 

32 

68 

♦  Nov.  16, 1890  . 

37 

30 

66 

Mar.  2, 1891 . 

34 

28 

60 

Mav  1, 1892 . 

33 

27 

52 

58 

Sept.  5, 1892  . 

42 

36 

30 

64 

Sept,  15, 1892  . 

. 

39 

33 

27 

58 

Mar.  6, 1894  . 

26 

20 

44 

Mar.  13, 1894  . 

23 

17 

38 

Apr.  2, 1894 . 

33 

27 

58 

June  9, 1894 . 

66 

55 

48 

38 

32 

26 

23 

Aug.  1,1894  . 

107 

92 

78 

61 

52 

40 

35 

May  7, 1895 . 

30 

June  1, 1895 . 

28 

22 

48 

June  14,1895 . 

39 

Sept. 16, 1895 . 

33 

27 

58 

Oct.  1,1897  . 

«  43 

a  37 

«31 

o  66 

Feb.  10, 1898 . 

39 

33 

27 

. 

58 

Mav  1, 1898 . 

135 

115 

101 

82 

68 

56 

41 

56 

Feb.  28, 1900 . 

30 

24 

52 

Apr.  18, 1900 . 

33 

27  | . 

58 

Mar.  1,1901  . 

31 

I* 

Apr.  22, 1901... 

41 

:::::: 

Feb.  1,1905 . 

126 

•  110 

98 

77 

64 

51 

Mav  1,1 905  . 

""*56 

May  15,1905.. 

121 

106 

95 

75 

62 

49 

Present  rates . 

121 

106 

95 

75 

62 

49 

35 

41 

33 

27 

56 

. 

58 

- - 


a  L  C.  L.  only. 

S.  Doc.  244,  59-1 - 23 


354 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive ,  from  Cincinnati ,  Ohio ,  Louis¬ 
ville,  Ky.,  St.  Louis ,  Mo.,  and  New  Orleans,  La.,  to  Gadsden,  Ala.,  etc. — Cont’d. 

FROM  NEW  ORLEANS,  LA. 


1 

Effective  dates. 

Per  hundred  pounds. 

• 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887 .  100 

85 

62 

49 

40 

40 

40 

49 

44 

23 

55 

55 

80 

Feb.  18,  1889  .  104 

96 

80 

64 

52 

40 

27 

30 

31 

25 

50 

50 

Jan.  1,1890 . j  94 

88 

74 

59 

48 

37 

24 

27 

26 

22 

40 

29 

44 

Feb.  14,  1890 . . 

. 

27 

23 

46 

Feb.  28,  1890 . |  103 

77 

64 

52 

40 

29 

44 

44 

Mar.  21,  1890 . 1 . 

49 

Mar.  6,  1891 . 1 . 

23 

19 

38 

May  25,  1894  . | . 

18 

June  11,1894 . 1  37 

31 

27 

23 

19 

15 

15 

June  27, 1894 . 1  34 

28 

24 

20 

16 

12 

12 

Aug.  1,1894 . 1  103 

88 

77 

64 

52 

42 

24 

31 

24 

20 

40 

July  8,  1895  . ...I . 

15 

Sept.  20, 1895. . 

20 

Oct.  1,  1897. . 

a  35 

. 

a  28 

a  24 

a  48 

Feb.  10.  1898 . | . 

. 

31 

24 

20 

40 

Mar.  30,  1901 . i . 

21 

Apr.  22,  1901  . ! . 

. 

31 

Feb.  1.  1905 . 1  94 

83 

74 

59 

48 

37 

Apr.  29,  1905  . 1 . 

52 

Present  rates .  94 

1 

83 

74 

59 

48 

37 

24 

si 

24 

20 

44 

52 

40 

a  L.  C.  L.  only. 

Statement  showing  changes  in  rates  on  classes  1  to  F  inclusive,  from  Cincinnati ,  Ohio, 
Louisville,  Ky.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Knoxville,  Tenn.,  during  the 
period  from  October  1,  1887,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1,  1887 . 

Jan.  1,  1888  . 

76 

65 

57 

48 

40 

33 

20 

26 

22 

23 

19 

34 

38 

38 

June  16,  1888 . 

13 

9 

37 

18 

July  16,  1888  . . 

20 

Aug.  1,  1888 . 

. 

26 

23 

"if 

38 

Mar.  16.  1889 . 

33 

Sept.  17,  1889 . 

72 

60 

53 

43 

36 

32 

Oct.  1.  1889 . 

30 

. 

Oct.  17,  1889 . 

76 

65 

57 

47 

40 

34 

Nov.  11.  1889 . 

25 

21 

42 

Nov.  16,  1890 . 

23 

19 

38 

Sept,  5,  1892 . 

29 

26 

22 

44 

Sept.  15,  1892 . 

26 

23 

19 

38 

Maf.  6.  1894  . 

16 

12 

24 

Mar.  13,  1894  . 

13 

9 

18 

Apr.  2,  1894  . 

23 

19 

38 

June  9,  1894 . 

27 

23 

20 

17 

14 

ii 

11 

Aug.  1,  1894 . 

76 

65 

57 

47 

40 

30 

20 

May  7,  1895  \ . 

21 

June  1, 1895 . 

18 

14 

28 

June  12, 1895 . 

26 

. 

Sept.  16'  1895.. 

23 

19 

38 

Oct,  1,  1897 . 

a  30 

a  27 

a  23 

a  46 

Feb.  10.  1898  . 

26 

23 

19 

38 

Feb.  28,  1900 . 

20 

16 

32 

Apr.  18, 1900 . 

23 

19 

38 

Mar.  1,  1901 . 

18 

Apr.  22,  1901  . 

26 

Oct.  28.  1903 . 

36 

May  1,  1905  . 

39 

Present  rates . 

76 

65 

57 

47 

40 

30 

20 

26 

23 

19 

34 

39 

38 

«  L.  C.  L.  only. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


355 


Statement  showing  changes  in  rates  on  classes  1  to  F  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Kg.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Knoxville,  Tenn.,  etc. — Continued. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

i. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

_ 

E. 

H. 

F. 

Jan.  10.  1887  . 

76 

65 

57 

48 

40 

33 

-  20 

26 

22 

19 

34 

38 

38 

Aug.  20,  1887.. 

23 

June  16, 1888 . 

13 

9 

. 

37 

18 

July  16,  1888 . 

20 

. 

Aug.  1,  1888 . 

. 

26 

. 

23 

19 

38 

Mar.  16,  18S9 . 

33 

Sept.  17,  1889 . 

72 

60 

53 

43 

36 

32 

Oct.  1,  1889  . 

30 

l 

* 

Oct.  16,  1889  . 

76 

65 

57 

47 

40 

34 

Nov.  11,  1889. . 

25 

21 

42 

Nov.  16,  1890 . 

1 

23 

19 

38 

Sept.  5,  1892 . 

29 

26 

26 

22 

44 

Do . 

23 

19 

38 

Mar.  6,  1894 . 

16 

12 

...... 

24 

Apr.  2,  1894 . 

23 

. 

19 

38 

June  9,  1894 . 

27 

23 

20 

17 

14 

11 

11 

. 

Aug.  1.  1894 . 

76 

65 

57 

-47 

40 

30 

20 

May  7,  1895  . 

21 

. 

.Tnnp  1  1895 

18 

14 

28 

June  12,  1895 . 

26 

Sept.  16,  1895.. 

23 

19 

38 

Oct.  1,  1897  . 

a  30 

a  27 

a  23 

** 

a  46 

Feb.  10,  1898 . 

26 

23 

19 

38 

Feb.  28!  1900 . 

. 

20 

16 

32 

Apr.  18!  1900 . 

23 

19 

38 

Mar.  1,  1901 . 

18 

Apr.  22.  1901  . 

26 

Oct.  28,  1903  . 

36 

Mav  1,  1905  . 

39 

Present  rates . 

76 

65 

57 

47 

40 

30 

20 

26 

23 

19 

34 

39 

38 

I 


FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1,  1887  . 

101 

85 

74 

60 

50 

41 

26 

32 

27 

23 

41 

46 

48 

Oct.  12,  1887  . 

104 

88 

77 

62 

52 

43 

27 

34 

30 

24 

42 

48 

52 

June  16, 1888 . 

20 

14 

47 

32 

July  16.  1888 . 

28 

Aug.  1,1888  . 

34 

30 

24 

52 

Oct.  1.  1888  . 

114 

98 

82 

65 

55 

45 

29 

38 

33 

28 

. 

47 

52 

58 

Mar.  16,  1889 . 

48 

June  16, 1889 . 

29 

July  1,  1889 . 

. 

28 

Sept.  17, 1889 . 

110 

93 

78 

60 

51 

45 

29 

38 

33 

28 

45 

48 

58 

Oct.  1,  1889  . 

42 

Oct.  17,  1889  . 

114 

98 

82 

64 

55 

47 

Nov.  11.  1889 . 

35 

30 

62 

Nov.  16.  1890 . 

33 

28 

58 

Sept.  5, 1892 . 

. 

41 

36 

33 

31 

64 

*  Do . 

38 

28 

58 

Feb.  1.  1894 . 

. 

27 

. 

Mar.  6,  1894 . 

26 

20 

44 

Apr.  2,'  1894 . 

. 

33 

27 

58 

June  9,  1894 . 

65 

55 

45 

34 

29 

23 

20 

Aug.  1.  1894 . 

114 

98 

82 

64 

55 

42 

29 

May  7,  1895  . 

29 

June  1 , 1895 . 

28 

2? 

48 

June  14. 1895 . 

38 

Sept.  16  1895 

I 

33 

27 

58k 

Oct.  1,  1897  . 

. h"*‘ 

a  42 

a  37 

a  31 

«  66 

Feb.  10,  1898 . 

38 

33 

27 

58 

Feb.  28!  1900 . 

30 

24 

. 

52 

Apr.  18.  1900 . 

33 

27 

58 

Mar.  1,1901 . 

. 

i 

30 

A  or.  22.  1901  _ 

. 

i 

38 

Oct.  28,' 1903  . 1 . 

* 

i 

:::::: 

51 

Mav  1.  1905 _ 

__i _ 

55 

May  15,  1905 . 

109 

94 

82 

67 

. 

56 

42 

Present  rates . 

109 

94 

82 

67 

56 

42 

29 

38 

33 

2  i 

47 

55 

j 

58 

«  L.  C.  L.  only. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


356 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Kg.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Knoxville,  Tenn.,  etc. — Continued. 

FROM  NEW  ORLEANS,  LA. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1,  1887  . 

100 

81 

63 

51 

48 

41 

35 

37£ 

37 

32 

54 

55 

75 

Dee.  28.  1887  . 

124 

111 

97 

78 

64 

51 

32 

35 

30 

58 

64 

59 

Oct.  1,  1888  . 

114 

54 

44 

Aug.  9,  1889 . 

. 

23 

Oct.  28,  1890  . 

125 

114 

49 

38 

36 

31 

53 

61 

Mar.  10,  1893 . 

99 

93 

79 

64 

53 

42 

29 

32 

31 

23 

45 

45 

49 

June  11,  1894  . 

42 

36 

32 

28 

24 

20 

20 

June  27,  1894  . . 

39 

33 

29 

25 

21 

17 

'  17 

Aug.  1,  1894 . 

108 

93 

82 

69 

57 

47 

29 

36 

29 

25 

49 

54 

50 

Julv  8,  1895 . 

20 

Sept  20  1895 

25 

Oet.  1,  1897  . 

. 

a  40 

a  33 

a  29 

a  58 

Feb.  10,  1898 . 

. 

36 

29 

25 

50 

Mar.  30,  1901 . 

28 

Apr.  22,  1901  . 

36 

i 

Apr.  29,  1905  . 

. 

. j . 

57 

Present  rates . 

108 

93 

82 

69 

57 

47 

29 

36 

29 

25 

49 

57 

50 

a  L.  C.  L.  only. 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio, 
Louisville,  Ky.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Macon,  Ga.,  during  the  period 
from  October  1,  1887,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

- 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A.  i 

B. 

C. 

D. 

E. 

H. 

F. 

Oct,  1, 1887  . 

107 

92 

81 

68 

56 

46 

28 

_ 

38 

33 

29 

50 

55 

58 

.Tune  16, 1888 . 

23 

19 

38 

Julv  16, 1888 . 

32 

Aug.  1, 1888  . .  . 

38 

33 

29 

58 

Sept.  17, 1889  . 

101 

84 

75 

61 

"5! 

47 

Oct.  16,1889 . 

107 

92 

81 

68 

56 

. 

50 

Sept.  1,1891 . 

36 

29 

25 

50 

Sept.  5, 1892  . 

• 

40 

33 

29 

58 

1  Do . 

. 

• 

36 

29 

25 

50 

June  1, 1893 . 

i 

37 

30 

26 

52 

Mar.  6, 1894 . 

. 

! 

23 

19 

38 

Mar.  13, 1894 . 

20 

16 

32 

Apr.  2, 1894 . 

. 

_ i _ :* 

30 

26 

52 

June  9, 1894  . 

38 

32 

28 

24 

20 

16 

16 

Aug.  1,1894  . 

107 

92 

81 

68 

56 

46 

28 

May  7, 1895 . 

32 

June  1, 1895 . 

I 

25 

21 

. 

42 

June  12, 1895 . 

37 

Sept,  16, 1895  . 

30 

26 

52 

Sept.  16. 1896  . 

91 

85 

67 

51 

42 

40 

25 

37 

. 

46 

52 

Nov.  1,1896  . 

107 

92 

81 

68 

56 

46 

28 

50 

55 

Oct.  16, 1897  . 

a  41 

a  34 

a  30 

a  60 

Feb.  10, 1898 . 

37 

30 

26 

. 

52 

Feb.  28’ 1900 . 

27 

23 

46 

52 

Apr.  18, 1900 . 

30 

26 

Mar.  1, 1901 . 

. 

. 

27 

Apr.  22, 1901 . 

37 

Feb.  1  1905 

103 

90 

81 

65 

54 

43 

28 

35 

28 

24 

47 

48 

May  1, 1905 . 

50 

Present  rates . 

103 

90 

81 

65 

54 

43 

28 

35 

28 

24 

50 

50 

48 

«  L.  C.  L.  onlv. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


357 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati ,  Oh  io,  Louis¬ 
ville,  Kg.,  St.  Louis,  Mo.,  New  Orleans,  La.,  to  Macon,  Ga.,  etc. — Continued. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

* 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887 . 

107 

92 

81 

68 

56 

46 

28 

38 

33 

29 

50 

55 

58 

June  16.  1888 . 

23 

19 

38 

July  16,  1888  . 

32 

Aug.  1,  1888 . 

38 

33 

29 

58 

Sept.  17,  1889 . 

101 

84 

75 

61 

51 

46 

47 

Oct.  16,  1889 . 

107 

92 

81 

68 

56 

. 

50 

Sept.  1,  1891 . 

36 

29 

25 

50 

Sept.  5!  1892 . 

40 

33 

29 

58 

*  Do . 

* 

36 

29 

25 

. 

50 

June  1.  1893 . 

37 

30 

26 

52 

Mar.  6.  1894 . 

23 

19 

38 

Mar.  13,  1894 . 

20 

16 

32 

Apr.  2,  1894  . 

30 

26 

_ 

52 

June  9,  1894 . 

38 

32 

28 

24 

20 

16 

16 

_ 

Aug.  1,  1894 . 

107 

92 

81 

68 

56 

46 

28 

t 

May  7,  1895  . 

32 

June  1.  1895 . 

25 

21 

42 

June  12/1895 . 

37 

Sept.  16,  1895 . 

30 

26 

. 

52 

Sept.  16'  1896 . 

91 

85 

67 

51 

42 

40 

25 

46 

52 

Nov.  1,  1896 . 

107 

92 

81 

68 

56 

46 

28 

50 

55 

Oct.  16,  1897 . . 

a  41 

a  34 

a  30 

a  60 

Feb.  10,  1898  . 

a7 

30 

26 

52 

Feb.  28l  1900  . 

27 

23 

46 

Apr.  18,  1900  . 

30 

26 

52 

Mar.  1,  1901 . 

• 

27 

. 

Apr.  22,  1901  . 

37 

Feb.  1,  1905  . 

103 

90 

81 

65 

54 

43 

28 

35 

28 

24 

. 

47 

48 

Mav  1,  1905  . 

50 

Present  rates . 

103 

...... 

90 

81 

65 

54 

43 

28 

35 

28 

24 

50 

50 

48 

FROM  EAST  ST.  LOUIS,  ILL 


Oct.  1.1887 . 

Oct.  12,1887 . 

June  16, 1888 . 

132 

135 

112 

115 

98 

101 

80 

82 

66 

68 

54 

56 

34 

35 

44 

46 

38 

40 

30 

33 

34 
24 

57 

58 

63 

65 

68 

72 

52 

July  16, 1888  . 

40 

Aug.  1, 1888 . 

46 

40 

34 

72 

June  16,  1889 . 

. 

. 

35 

. 

July  1.  1889 . 

34 

Sept.  17, 1889 . 

129 

107 

95 

75 

63 

56 

55 

Oct.  16,1889 . 

135 

115 

101 

82 

68 

58 

Sept.  1, 1891 . 

44 

36 

30 

64 

Sept.  5'  1892 . 

48 

40 

34 

72 

*  Do' . 

44 

•  36 

30 

64 

June  1, 1893 . 

45 

37 

31 

66 

Mar.  6,  1894 . 

30 

24 

52 

Mar.  13,  1894 . 

27 

21 

46 

Apr.  2,  1894  . 

■ 

37 

31 

66 

June  9, 1894 . 

66 

55 

48 

38 

32 

20 

23 

Aug.  1,  1894 . 

135 

115 

101 

82 

68 

56 

35 

May  7,  1895 . "... 

36 

June  1  1895 

32 

26 

56 

June  14, 1895 . 

45 

Sept.  16'  1895 . 

37 

. 

31 

. 

66 

Sept.  16',  1896 . 

119 

108 

87 

65 

54 

50 

32 

54 

62 

Nov.  1,  1896 . 

135 

115 

101 

82 

68 

56 

35 

58 

65 

Oct.  16,  1897 . 

a  49 

a  41 

a  35 

a  74 

Feb.  10.  1898 . 

46 

37 

31 

66 

Feb.  28,  1900 . 

34 

28 

60 

Apr.  18'  1900 . 

37 

31 

. 

66 

Mar.  1,1901 . 

35 

. 

Apr.  22,  1901  . 

45 

Feb.  1,  1905 . 

131 

113 

101 

79 

66 

53 

43 

35 

29 

57 

62 

May  1,  1905 . 

60 

May  15,  1905 . 

126 

109 

98 

77 

64 

51 

| 

Present  rates . 

126 

109 

98 

77 

64 

51 

35 

43 

35 

29 

58 

60 

62 

a  L.  C.  L.  only. 


358 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  shotting  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Kg.,  St.  Louis,  Mo.,  Nets  Orleans,  La. ,  to  Macon,  Ga.,  etc. — Continued. 


FROM  NEW  ORLEANS,  LA. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2, 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  20,  1887 . 

103 

88 

77 

64 

52 

42 

24 

34 

29 

25 

46 

51 

50 

June  8,  1888 . .  . 

24 

20 

40 

June  9, 1888 . 

21 

17 

34 

June  — ,  1888 . 

19 

15 

30 

Aug.  1,  1888 . 

29 

25 

50 

Aug.  28,  1891 . 

32 

25 

21 

42 

July  31,  1893 . 

33 

26 

22 

44 

June  1, 1894. . 

37 

31 

27 

23 

19 

15 

15 

June  27, 1894. . 

34 

28 

24 

20 

16 

12 

12 

Aug.  1,  1894. . 

103 

88 

77 

.64 

52 

42 

24 

July  8,  1895 . 

17 

Sept.  20, 1895 . 

22 

Oct.  16, 1897 . 

a  37 

a  30 

a  26 

a  52 

Feb.  10,  1898 . 

33 

26 

22 

44 

Mar.  30,  1901  . 

23 

Apr.  22.  1901  . 

33 

Feb.  1,  1905 . 

99 

86 

61 

50 

39 

31 

24 

20 

43 

40 

Apr.  29,  1905 . . 

46 

Present  rates . 

99 

86 

77 

61 

50 

39 

24 

31 

24 

20 

46 

46 

40 

a  L.  C.  L.  only. 


Statement  shouting  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio, 
Louisville,  Kg.,  Fast  St.  Louis,  III.,  to  Memphis,  Tenn.,  during  the  period  from  Octo¬ 
ber  1,  1887 ,  to  October  1,  1905. 


FROM  CINCINNATI,  OHIO. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887 . 

Jan.  1, 1888 . 

75 

60 

55 

40 

35 

30 

20 

19 

20 

17 

24 

30 

20 

35 

Dec.  1,  1888 . 

40 

Ang.  31,  1897 . 

. 

49 

49 

Present  rates . 

75 

60 

55 

40 

35 

30 

20 

19 

20 

17 

24 

40 

FROM  LOUISVILLE,  KY. 

Oct.  1,1887 . 

Mar.  5,  1888 . 

65 

50 

45 

35 

30 

25 

15 

15 

15 

12  |  20 

25 

15 

25 

Dec.  1,  1888 . 

I 

30 

Aug.  31 .  1897 . 

l 

42 

42 

Present  rates . 

65 

50 

• 

45 

35 

30 

25 

. 

15 

15 

15 

12  1  20 
i 

30 

FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1,  1887 . 

47 

37 

32 

28 

23 

20 

12 

14 

14 

12 

19 

20 

24 

Oct.  12,  1887 . 

65 

50 

45 

35 

30 

25 

15 

15 

15 

12 

20 

25 

25 

Mar.  5,'  1888 . 

15 

Dec.  1 .  1888 . 

. 

30 

Aug.  31,  1897 . 

42 

Present,  rates 

65 

50 

45 

35 

30 

25 

15 

15 

15 

12 

20 

42 

30 

Statement  shouting  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio, 
Louisville,  Ki/.,  and  St.  Louis,  Mo.,  to  Mobile,  Ala.,  during  the  period  from  October  1, 
1887,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

• 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

>■ :  2. 

3. 

4. 

*-  1  £ 

5.  6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887 . 

100  85 

75 

56 

46  41 

30 

29 

29 

24 

40 

53 

Jan.  1,  1888  . 

. I . 

30 

Apr.  16,  1888 . 

98  83 

73 

54 

44  39 

. 

28 

27 

27 

22 

31 

28 

44 

Dec.  1,  1888 . 

49 

Aug.  31,  1897 . 

. 1 . 

61 

Present  rates . 

98  i  83 

73 

54 

CO 

28 

27 

27 

22 

31 

61 

49 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


359 


Statement  showing  changes  in  rales  on  classes  1  to  F,  inclusive ,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Ky.,  and  St.  Louis,  Mo.,  to  Mobile,  Ala.,  etc. — Continued. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 


Per  hundred  pounds. 


Per 

bar¬ 

rel. 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

October  1 , 1887 . 

92 

77 

67 

52 

42 

37 

27 

27 

27 

22 

30 

37 

49 

Mar.  5,  1888 . 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

25 

45 

Apr.  16,  1888  . 

40 

Dec.  1,1888 . 

45 

Aug.  31,  1897 . 

57 

Present  rates . 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

57 

45 

FROM  EAST  ST.  LOUIS,  ILL. 

Oct.  1, 1887 . 

72 

62 

.  52 

38 

33 

28 

21 

27 

29 

25 

26 

28 

48 

Oct,  12,  1887 . 

92 

77 

67 

52 

42 

37 

27 

27 

27 

22 

30 

37 

49 

Mar.  5,  1888 . 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

25 

45 

Apr.  16,  1888  . 

40 

Dec.  1.  1888 . 

45 

Aug.  31,  1897 . 

57 

Present  rates . 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

57 

45 

Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio, 
Louisville,  Ky.,  East  St.  Louis,  III.,  and  New  Orleans,  Ixi.,  to  Montgomery,  Ala.,  dur¬ 
ing  the  period  from  October  1,  1887,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

Per  hundred  pounds. 

>  Per 
bar¬ 
rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct,  1, 1887  . 

108 

102 

88 

71 

59 

47 

32 

33 

31 

28 

52 

57 

56 

Oct.  7, 1887  . 

94 

89 

72 

60 

51 

39 

23 

29 

24 

50 

Jan.  1 , 1888 . 

28? 

. 

49 

Jan.  2, 1888  . 

108 

102 

88 

71 

59 

47 

32 

Jan.  27, 1888 . 

26 

44 

Mar.  19, 1888 . 

24 

22 

40 

June  16, 1888 . 

16 

13 

37 

24 

July  1 , 1888. . . . 

12 

July  16, 1888 . 

27 

14 

20 

Aug.  1 . 1888  . 

. 

33 

24 

22 

40 

Oct  1, 1888  . 

. 

31 

22 

20 

36 

Dec.  1, 1888 . 

33 

26 

22 

. 

44 

Sept.  1,1889  . 

102 

94 

82 

64 

54 

47 

49 

Oct,  16, 1889  . . 

108 

102 

88 

71 

59 

52 

. 

Nov.  11,1889  . 

30 

26 

52 

Jan.  1 , 1890  . 

26 

22 

44 

Sept.  5, 1892  . 

36 

29 

25 

50 

Sept,  15, 1892  . 

33 

26 

22 

. 

44 

Mar.  6, 1894  . 

19 

15 

30 

Mar.  13, 1894  . 

16 

12 

24 

Apr.  2, 1894 . 

26 

22 

44 

June  9, 1894  . 

48 

42 

38 

32 

27 

22 

20 

Aug.  1,1894  . 

108 

102 

88 

71 

59 

47 

32 

May  7, 1895 

28 

June  1, 1895 . 

21 

17 

34 

June  12, 1895  . . 

33 

Sept.  16.'  1895  . 

26 

22 

44 

Sept.  16, 1896  . . 

100 

94 

73 

56 

46 

44 

28 

51 

Nov.  1,1896  . 

108 

102 

88 

71 

59 

47 

32 

52 

Oct.  1 . 1897 

a  37 

a  30 

a  26 

a  52 

Feb.  10, 1898 . 1 . 

33 

26 

22 

44 

Feb.  28’  1900 . 

23 

19 

38 

Apr.  18, 1900 . . 

26 

22 

44 

Mar.  1,1901  . 

23 

Apr.  22, 1901 . 1 . 

33 

Oct.  28,1903 . 

40 

Feb.  1,1905  . 

97 

Mav  1 1905  _ i _ 

43 

Present  rates . 

1— 1 
O 
00 

97 

88 

. 

71 

59 

47 

32 

33 

26 

22 

52 

44 

a  L  C.  L.  only. 


360 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  showing  change  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio ,  Tx)uis- 
ville,  Ky .,  etc.,  to  Montgomery,  Ala.,  etc. — Continued. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887 . 

98 

92 

78 

63 

52 

41 

28 

31 

29 

26 

48 

53 

52 

Nov.  7,  1887 . 

84 

79 

62 

52 

44 

33 

20 

31 

26i 

22 

48 

45 

Jan.  23,  1888 . 

98 

92 

78 

63 

52 

41 

28 

Jan.  27,  1888  . 

24 

40 

Mar.  19,  1888. . . 

22 

20 

36 

Apr.  16,  1888 . 

. 

. 

33 

June  16, 1888 . 

14 

10 

* 

20 

Julv'16,  1888 . 

25 

12 

16 

Aug.  1,  1888 . 

31 

22 

. 

20 

36 

Octf.  1,  1888 . 

. 

29 

20 

18 

32 

Dec.  1.  1888 . 

. 

. 

31 

24 

20 

40 

Sept,  17, 1889 . 

92 

84 

72 

56 

47 

45 

Oct.  16, 1889 . 

98 

92 

78 

63 

52 

. 

48 

Nov.  11,  1889 . 

. 

28 

24 

48 

Nov.  1,  1890 . 

. 

24 

20 

40 

Sept.  5, 1892 . 

. 

34 

27 

23 

46 

Sept,  15, 1892 . 

31 

24 

20 

40 

Mar.  6,  1894 . 

17 

13 

26 

Mar.  13,  1894 . 

. 

14 

10 

20 

Apr.  2,  1894 . 

24 

20 

40 

Tune  9, 1894 . 

38 

32 

28 

24 

20 

16 

16 

Aug.  1,’  1894 . 

98 

92 

78 

63 

52 

41 

28 

May  7,  1895  . 

. 

26 

June  i.  1895 . 

19 

15 

: . 

30 

J  une  12, 1895 . 

31 

Sept.  16, 1895 . 

24 

20 

40 

Sept,  16j  1896 . 

90 

84 

63 

48 

39 

38 

24 

47 

Nov.  1,  1896 . 

98 

92 

78 

63 

52 

41 

28 

48 

Oct.  1, 1897 . 

a  35 

a  28 

a  24 

a  48 

Feb.  10,  1898 . 

31 

24 

20 

40 

Feb.  28'  1900  . 

21 

17 

34 

Apr.  18'  1900 . 

24 

20 

40 

Mar.  1,1901 . 

21 

Apr.  22, 1901  . 

31 

Oct.  28, 1903 . 

36 

Feb. 1. 1905 . 

87 

May  1, 1905 . 

39 

Present  rates . 

98 

87 

78 

63 

52 

41 

28 

31 

24 

20 

48 

39 

40 

FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1,1887 . 

Oct.  12,1887 . 

123 

112 

112 

102 

95 

82 

75 

66 

62 

56 

49 

43 

34 

27 

37 

39 

34 

30 

27 

__ 

5o 

56 

61 

63 

62 

60 

Jan.  1 , 1888 . 

33  5 

Jan.  23, 1888 . 

126 

115 

98 

77 

64 

51 

35 

39 

59 

Apr.  16’ 1888 . 

29 

25 

43 

50 

June  16, 1888 . 

21 

15 

34 

Aug.  1,  L88 . 

29 

25 

50 

OcL  1,1888 . 

37 

27 

23 

46 

Dec.  l'  1888 . 

( 

39 

31 

25 

54 

.1  une  16, 1889 . 

. 

26 

. 

July  1. 1889 . 

25 

. 

Sept.  17, 1889 . 

120 

107 

92 

70 

59 

51 

35 

53 

Oct.  16, 1889 . 

126 

115 

98 

77 

64 

56 

Nov.  11, 1889 . 

35 

29 

62 

Nov.  1, 1890 . 

31 

25 

54 

Sept.  5, 1892 . 

42 

34 

28 

60 

Sept.  15, 1892  . 

. 

39 

31 

25 

54 

Mar.  6, 1894  . 

. 

. 

24 

18 

40 

Mar.  13.1894  . 

. 

21 

15 

34 

Apr.  2, 1894 . 

31 

25 

54 

June  9, 1894 . 

66 

55 

48 

38 

32 

26 

23 

Aug.  1,1894 . 

126 

115 

98 

77 

64 

51 

35 

May  7, 1895 . 

30 

June  1 , 1895 . . 

26 

20 

44 

June  14, 1895 . 

39 

Sept.  16'  1895 . 

31 

25 

54 

Sept,  16'  1896 . 

118 

107 

83 

62 

51 

48 

31 

55 

Nov.  1, 1896 . 

126 

115 

98 

77 

64 

51 

35 

56 

Oct.  1,1897 . 

a  43 

a  35 

a  29 

. 

a  62 

Feb.  10, 1898 . 

39 

31 

25 

:::::: 

54 

Feb.  28, 1900 . 

. 

. 

28 

22 

48 

a  L.  C.  L.  only 


DTGEST  OF  HEARINGS  ON  RAILWAY  RATES 


361 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Ky.,  etc.,  to  Montgomery,  Ala.,  etc. — Continued. 

FROM  EAST  ST.  LOUIS,  ILL.— Continued. 


Oct.  1,1887  . 

85 

65 

50 

40 

33 

27 

*  20 

24 

24 

22 

20 

24 

40 

Oct.  20, 1887  . 

80 

75 

58 

48 

40 

29 

16 

27 

23 

18 

44 

49 

38 

Oct.  21, 1887  . 

22| 

37 

Feb.  10, 1888 . 

94 

88 

74 

59 

48 

37 

24 

Feb.  10,1888 . 

20 

32 

Feb.  25',  1888 . 

. 

22! 

37 

Mar.  29, 1888  . 

20 

32 

Mav  25. 1888 . 

18 

16 

29 

28 

.lune  8, 1888 . 

15 

11 

22 

June  9, 1888 . 

12 

8 

. 

16 

June  10, 1888 . 

10 

6 

12 

Aug.  1. 1888  ’ . 

. 

18 

16 

28 

Dec.  27, 1888 . 

20 

16 

32 

Dec.  2, 1889 . 

. 

24 

20 

40 

.Tan.  1, 1890 . . 

40 

Sept.  25, 1890  . 

40 

Nov.  6, 1890  . 

20 

16 

32 

Oct.  18, 1891 . 

20 

16 

20 

32 

July  1,1892 . 

16 

July  22, 1892 . 

20 

Sept.  5, 1892  . 

27 

June  11, 1894 . 

37 

31 

27 

23 

19 

15 

15 

% 

June  27, 1894 . 

34 

28 

24 

20 

16 

12 

12 

Aug.  1, 1894  . 

94 

88 

74 

59 

48 

37 

24 

44 

29 

32 

July  8  1895 

11 

Sept.  20, 1895  . 

16 

Apr.  10,1896 . . 

89 

79 

68 

55 

47 

36 

Sept.  16, 1896  _ 

86 

80 

59 

44 

35 

34 

20 

Oct,  1,1896  _ 

89 

79 

68 

55 

47 

36 

24 

Oct.  1.1897  . 

«  31 

a  24 

ft  20 

o  40 

Feb.  10, 1898 . 

27 

20 

16 

32 

Mar.  30, 1901  . 

17 

Apr.  22, 1901 . 

27 

Oct.  28, 1903  . 

32 

Apr.  29, 1905 . 

35 

Present  rates . 

89 

79 

68 

55 

47 

36 

24 

27 

20 

16 

44 

35 

32 

a  L.  C.  L.  only. 


362 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive ,  from  Cincinnati ,  Ohio 
Louisville,  Kg.,  and  St.  Louis,  Mo.,  to  Nashville,  Tenn.,  during  the  period  from  Octo¬ 
ber  1 ,  1887,  to  October  1,  1905. 

FROM  CINCINNATI.  OHIO. 


Per  hundred  pounds. 


Effective  dates. 


Per 

bar¬ 

rel. 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

I). 

E. 

H. 

F. 

Oct.  1, 1887  . 

53 

48 

39 

31 

25 

25 

25 

27 

21 

17! 

20 

28 

35 

July  1.1889 . 

18 

34 

June  1, 1891 . 

. 

23 

Sept.  5,'  1892 . 

26 

21 

20| 

40 

Sept.  5, 1892 . 

. 

. 

23 

18 

17! 

20 

34 

June  9, 1894 . 

19 

17 

14 

11 

9 

9 

9 

Aug.  1,1894  . 

53 

48 

39 

31 

25 

25 

25 

. 

May  7.' 1895 . 

18 

. 

J  une  12, 1895 . 

23 

. 

Oct.  16, 1897  . 

. 

(i  27 

a  22 

o214 

a  42 

Feb.  10, 1898  . 

. 

23 

18 

17! 

34 

Present  rates . 

53 

48 

39 

31 

25 

25 

25 

23 

18 

17! 

20 

28 

34 

FROM  LOUISVILLE,  KY. 

Oct,  1,1887 . 

38 

33 

28 

23 

18 

15 

15 

19 

11 

10 

18 

18 

.20 

Mar.  1, 1889  . 

* 

15 

June  1, 1891 . 

15 

Sept.  5,1892 . 

18 

14 

13 

'is' 

26 

Sept,  5' 1892 . 

15 

11 

10 

20 

June  9, 1894 . 

13 

12 

10 

8 

6 

5 

5 

Aug.  1 , 1894 . 

38 

33 

28 

23 

18 

15 

15 

. 

May  7, 1895  . 

10 

June  12, 1895 . 

15 

Oct.  16, 1897 . 

ol9 

a  15 

o  14 

a28 

Feb.  10, 1898  . 

15 

11 

10 

20 

Sept.  1,1902 . 

* 

21 

Present  rates . 

38 

33 

28 

23 

18 

15 

15 

15 

11 

10 

15 

21 

20 

FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1,  1887 . !.... 

Oct.  12,  1887  . 

June  16, 1889 . 

63 

66 

53 

56 

45 

48 

35 

37 

28 

30 

23 

25 

21 

22 

25 

27 

16 

18 

14 

15 

1- 

lo 

25  1  26 

26  j  ,  28 

23  . 

30 

34 

July  1,  1889 . 

. 

June  1, 1891 . 

23 

. . 

Sept.  5,  1892  . 

26 

21 

18 

. . 

. 

40 

Sept,  h.  1892  . 

23 

18 

15 

. . 

34 

June  9, 1895 . 

41 

35 

30 

22 

18 

15 

12 

. . 

Aug.  1,  1894 . 

66 

56 

48 

37 

30 

25 

22 

May  7,  1895 . 

14 

June  14,  1894 . 

23 

. 

. 

. . 

Oct.  16, 1897 . 

. 

«27 

a  22 

o  19 

a42 

Feb.  10,  1898 . 

23 

18 

15 

34 

Sept.  1,  1902 . 

31 

May  15.  1905  . 

61 

52 

45 

35 

28 

23 

22 

Present  rates . 

61 

52 

45 

35 

28 

23 

22 

23 

18 

15 

23  31 

; 

34 

a  L.  C.  L.  only. 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati ,  Ohio, 
Louisville,  Ky.,  and  Fast  St.  Louis,  Til. ,  to  New  Orleans,  La.,  during  the  period  from 
October  1,  1887,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

o 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1,  1887  . 

Jan.  1,  1888  . 

98 

83 

73 

54 

44 

39 

28 

27 

27 

22 

..." 

38 

28 

49 

Apr.  16,  1888 . 

44 

49 

Dec.  1,  1888 . 

Aug.  31,  1897 . 

61 

61 

Present  rates . 

98 

83 

73 

54 

44 

39 

28 

j 

27 

22 

31 

49 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


363 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Kg.,  and  East  St.  Louis,  III.,  to  New  Orleans,  La.,  etc. — Continued. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F, 

Oct.  1.  1887  . 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

35 

45 

Mar.  5,  1888 . 

25 

Apr.  16.  1888 . 

40 

Dec.  1.  1888 . 

:::::: 

45 

Aug.  31,  1897 . 

. 

57 

Present  rates . 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

57 

45 

FROM  EAST  ST.  LOUIS,  ILL. 

Oct.  1 .  1887  . 

72 

62 

52 

38 

33 

28 

21 

22 

25 

20^ 

26 

28 

36 

Oct,  12,  1887  . 

90 

75 

65 

50 

40 

35 

25 

25 

28 

35 

45 

Mar.  5,  188S . 

25 

Apr.  16,  1888  . 

40 

Dec.  1,  1888 . 

45 

Aug.  31,  1897 . 

57 

Present  rates . 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

57 

45 

Statement,  showing  changes  in  rate  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Kg.,  East  St.  Louis,  III.,  to  Pensacola,  Fla.,  during  the  period  from  October  1, 
1887 ,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct,  1, 1887 . 

100 

85 

75 

56 

46 

41 

30  ' 

29 

29 

24 

33 

40 

53 

Jan.  1. 1888 . 

30 

Mar.  19, 1888  . 

98 

83 

73 

54 

44 

39 

28 

27 

27 

22 

31 

28 

44 

.Tune  16, 1888 . 

17 

17 

34 

Aug.  1,1888  . 

. 

27 

22 

44 

OcL  1,1888 . 

25 

25 

20 

40 

Oct.  16, 1888 . 

27 

27 

22 

44 

Dec.  1, 1888 . 

. 

49 

Sept,  5, 1892  - . 

30 

27 

30 

25 

55 

Do . 

27 

22 

49 

Sept.  1, 1897 . 

. 

61 

Present  rates . 

98 

83 

73 

54 

44 

39 

28 

27 

27 

22 

31 

61 

49 

FROM  LOUISVILLE,  KY. 


Oct.  1, 1887  . 

Jan.  1,1888 . 

92 

77 

67 

52 

42 

37 

27 

27 

27 

22 

30 

37 

27 

49 

Mar.  19, 1888  . 

90 

75 

65 

50 

40 

35 

25 

25 

25 

20 

28 

25 

40 

June  16, 1888 . 

15 

15 

30 

Aug.  1, 1888  . 

25 

20 

40 

Oct  1,1888 . 

• 

23 

23 

IS 

36 

Oct.  16, 1888 . 

25 

25 

20 

40 

Dec.  1, 1888 . 

45 

Sept,  5, 1892 . 

28 

28 

23 

51 

Do . 

25 

25 

20 

45 

Sept.  1,1897 . 

57 

Present  rates . 

90 

75 

65 

50 

40 

35 

25 

25 

• 

25 

20 

28 

57 

45 

364 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  showing  changes  in  rate  on  classes  1  to  F,  inclusive,  from  Cincinnati ,  Ohio,  Louis¬ 
ville,  Kg.,  East  St.  Louis,  III.,  to  Pensacola,  Fla.,  etc. — Continued. 

FROM  EAST  ST.  LOUIS,  ILL. 


Effective  dates. 


Oct.  1, 1887 
Oct.  12, 1887  . . 
Jan.  1, 1888 . . . 
Apr.  16,1888.. 
June  16, 1888. 
July  16, 1888  . 
Aug.  1, 1888  . . 
Oct.  1,1888... 
Oct.  16, 1888  . . 
Dec.  1,1888... 
June  16, 1889. 
July  1, 1889  . . 
June  1, 1891 . . 
Aug.  1, 1891  . . 
Sept.  5, 1892  . . 

Do . 

Sept.  1, 1897  . . 
May  21, 1905  . 
Present  rates 


Per  hundred  pounds. 


100  J 

120  i 


85 

100 


115 

*118' 


95 

98 


98 


90 

90 


3. 


4.  I  5.  i  6. 


72 

87 


82 

'85' 


83 


73 


75 

75 


65 

65 


52 

66 


45 

54 


62 

64 


50 

*52' 


55 


44 


50 

50 


40 

40 


38 

47 


43 

*45 


39 


35 

35 


28 

34 


30 

’32’ 


28 


25 

25 


B.  I  C. 


30 
35  | 


32 

34 


31 


33 


31 

33 


19| 

22 

32 

30 

32 


27 


30 

27 


28 

31 

28 


25 

25 


25 

25 


D. 


25! 

27 


23 

18 

20 

25 

23 

25 


26 

25 

22 


25 

22 


20 

20 


E. 


34 

38 


34 

36 


31 


28 

28 


H. 


38 

47 

35 

43 

33 

35 


28 


61 

57 

57 


Per 

bar¬ 

rel. 


F. 


50 

63 


49 
39 
44 
54 

50 
54 
59 


51 


57 

51 


45 

45 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio, 
LouL  ville,  Ky.,  East  St.  Louis,  III ...  New  Orleans,  La.,  to  Savannah,  Ga.,  during  the 
perio  l  from  October  1,  1887,  to  October  1,  1905. 

FROM  CINCINNATI,  OHIO. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887  . 

95 

80 

% 

75 

70 

58 

46 

35 

32 

29 

25 

40 

40 

50 

June  1, 1888 . 

24 

20 

40 

June  16, 1888 . 

22 

18 

36 

July  16, 1888  . 

29 

Aug.  1,1888  . 

32 

24 

20 

40 

Dec.  1,1888 . 

27 

23 

46 

Feb.  l"  1889 . 

35 

30 

26 

52 

June  16, 1889 . 

38 

33 

29 

58 

July  1,1889  . 

35 

30 

26 

52 

Jan.  1, 1890 . 

32 

28 

56 

Sept.  1, 1891 . 

27 

23 

46 

Sept.  5, 1892  . 

38 

30 

26 

52 

Do . 

35 

27 

23 

46 

Mar.  6, 1894  . . 

22 

18 

36 

Apr.  2,1894 . 

. 

27 

23 

46 

J une  27, 1894 . 

38 

32 

28 

25 

20 

16 

16 

Aug.  1, 1894  . 

95 

80 

75 

70 

58 

46 

. 

35 

May  7, 1895 . 

30 

J  une  12, 1895 . 

35 

Jan.  1, 1896 . 

24 

20 

40 

July  3, 1896 . 

27 

23 

46 

Oct.  16, 1897  . 

a  39 

a  31 

o27 

a  54 

Feb.  10, 1898 . 

35 

27 

23 

46 

Feb.  28',  1900 . 

. 

24 

20 

40 

Apr.  18jl900 . 

27 

27 

46 

Mar.  1,1901 . 

25 

Apr.  22, 1901 . 

35 

May  26'  1902 . 

. 

i9! 

27 

19! 

23 

39 

Dec.  104902 . 

. 

46 

Present  rates . 

95 

*  80 

•  75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

«  L.  C.  L.  only. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


365 


Statement  showing  changes  inrates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis.- 
ville ,  Kg.,  East  St.  Louis,  111.,  New  Orleans,  La.,  to  Savannah,  Ga.,  etc. — Cont’d. 

FROM  LOUISVILLE,  KY. 


Effective  dates. 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1.  1887  . 

95 

80 

75 

70 

58 

46 

35 

32 

29 

25 

40 

40 

50 

June  1, 1888 . 

°4 

20 

_ 

40 

June  16, 1888 . 

22 

18 

36 

July  16,'  1888  . 

29 

Aug.  1,  1888 . 

32 

24 

20 

40 

Dec.  1,  1888  . 

27 

23 

46 

Feb.  1,  1889 . 

35 

30 

26 

52 

June  16,  1889 . 

38 

33 

29 

58 

July  1,  1889 . 

35 

30 

26 

52 

Jan.  1,  1890  . 

32 

28 

56 

Sept.  1, 1891 . 

27 

23 

. 

46 

Sept.  5’  1892 . 

38 

30 

26 

52 

‘  Do . 

35 

27 

23 

46 

Mar.  6.  1894 . 

22 

18 

36 

Apr.  2.  1894 . 

27 

23 

46 

.Tune  27,  1894. . . 

38 

32 

28 

25 

20 

16 

16 

Aug.  1.  1894 . 

•  95 

80 

75 

70 

58 

46 

35 

1 

May  7,  1895  . 

30 

June  12,  1895 . 

35 

Jan.  1,  1896  . 

24 

20 

40 

July  3,  1896  . 

27 

23 

46 

Oct.  16, 1897 . 

«  39 

a  31 

a  27 

a  54 

Feb.  10,  1898 . 

35 

27 

23 

46 

Feb.  28,  1900 . 

24 

20 

40 

Apr.  18,  1900 . 

27 

23 

46 

Mar.  1.  1901 . 

25 

Apr.  22.  1901  . 

35 

May  26,  1902 . 

19£ 

19^ 

39 

Dec.  10'  1902 . 

27" 

23* 

46 

Present  rates . 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

FROM  EAST  ST.  LOUIS,  ILL. 


Oct.  1, 1887  . 

120 

100 

92 

82 

68 

54 

41 

38 

34 

29 

47 

48 

60 

Oct.  12, 1887 . 

123 

103 

95 

84 

70 

56 

42 

40 

36 

30 

48 

50 

64 

May  16, 1888 . 

31 

25 

54 

June  16, 1888 . 

29 

23 

50 

Aug.  1, 1888  . 

31 

25 

54 

Dec.  1. 1888 . 

34 

28 

60 

Feb.  1, 1889 . 

43 

37 

31 

66 

June  16, 1889 . 

46 

40 

35 

72 

July  1,1889 . 

43 

37 

31 

66 

Jan.  1, 1890 . 

39 

33 

70 

Sept.  1,1891 . 

34 

28 

60 

Sept.  5' 1892 . 

46 

37 

31 

66 

*  Do . 

. 

43 

34 

28 

60 

Mar.  6, 1894  . 

29 

23 

50 

Apr.  2, 1894 . 

34 

28 

60 

June  27, 1894 . 

66 

55 

48 

39 

32 

26 

23 

Aug.  1, 1894  . 

123 

103 

95 

84 

70 

56 

42 

May  7, 1895 

34 

June  15, 1895. . 

43 

Jan.  1 , 1896 _ 

31 

25 

54 

July  3, 1896 . 

34 

28 

60 

Oct".  16, 1897  . 

a  47 

a  38 

a  32 

a  68 

Feb.  10, 1898 . 

43 

34 

28 

60 

Feb. 28' 1900 . 

31 

25 

54 

Apr.  18'  1900 . 

34 

28 

60 

Mar.  1 , 1901 . 

33 

Apr.  22,1901 . 

43 

May  26’  1902 . 

26£ 

24  i 

53 

Dec.  1  O'  1902 . 

34 

28' 

60 

May  15, 1905 . 

118 

99 

92 

82 

68 

54 

Present  rates . 

118 

99 

92 

82 

68 

54 

42 

43 

34 

28 

48 

50 

60 

«  L.  C.  L.  only. 


366 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Statement  showing  changes  in  rates  on  classes  1  to  F,  inclusive,  from  Cincinnati,  Ohio,  Louis¬ 
ville,  Ky.,  East  St.  Louis,  III.,  New  Orleans,  La.,  to  Savannah,  Ga.,  etc. — Continued. 


FROM  NEW  ORLEANS,  LA. 


Effective  dates. 

• 

Per  hundred  pounds. 

Per 

bar¬ 

rel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Oct.  1, 1887 . 

72 

•  60 

57 

55 

45 

35 

27 

24 

22 

21 

31 

31 

38 

Oct.  20, 1887 . 

91 

76 

71 

66 

54 

42 

31 

28 

25 

36 

36 

42 

.Tune  8,  1888. . 

20 

16 

32 

.Tune  9,  1888. . 

18 

14 

28 

Aug.  1,  1888.. 

. 

25 

21 

42 

~Do . 

. 

20 

16 

. 

32 

Dec.  27  1888 . 

23 

19 

38 

Feb.  25, 1889  . 

31 

26 

22 

. 

44 

.Tan .  9.  1 890  . . 

. 

28 

24 

. 

48 

Sept.  6,  1891 . 

23 

19 

. 

38 

June  27, 1894 _ 

34 

28 

24 

21 

16 

12 

12 

Aug.  1, 1894 . 

91 

76 

71 

66 

54 

42 

31 

Jan.  1,  1896  . 

20 

. 

16 

32 

Oct.  15,  1896  . 

23 

19 

38 

Oct.  16,  1897  . 

a  35 

a  27 

a  23 

a  46 

Feb.  10,  1898 . 

. 

31 

23 

19 

38 

M  ar.  30, 1901 . 

• 

21 

. 

Apr.  22,'  1901 . 

. 

31 

Nov.  25,  1902 . 

15£ 

151 

31 

Dec.  11 ,  1902  . 

. 

23 

19’ 

38 

Present  rates . 

91 

76 

71 

66 

54 

42 

31 

31 

23 

19 

36 

36 

38 

a  L.  C.  L.  only. 


Statement  D. — Comparison  between  the  rates  in  effect  October  1,  1887,  and  those  in  effect 
October  1,  1905,  from  Louisville,  Ky.,  to  Atlanta,  Ga.,  and  New  Orleans,  La. 

[In  cents  per  100  pounds,  unless  otherwise  specified.] 

FROM  LOUISVILLE,  KY.,  TO  NEW  ORLEANS,  LA. 


Classes  and  commodities. 


First  class . 

Second  class . 

Third  class . 

Fourth  class . 

Fifth  class . 

Sixth  class . . 

Class  A . . 

Class  B . 

Class  C  ( see  commodity  rates  on  grain  products) . 

Class  D  {see  commodity  rates  on  grain) . 

Class  E . >. . 

Class  H . 

Class  F  {see  commodity  rates  on  grain  products) . per  barrel.. 

Acid: 

In  tank  cars,  except  as  otherwise  published,  carloads,  minimum  weight, 

30,000  pounds . . 

Acetic,  in  barrels,  carloads,  minimum  weight,  24,000  pounds . 

Muriatic,  in  tank  cars,  carloads,  per  ton  of  2,000  pounds . 

Acid  and  ammoniaeal  waters,  in  iron  drums,  cylinders,  or  carboys,  straight  or 

mixed  carloads,  minimum  weight,  24,000  pounds,  carloads . . . 

Agricultural  implements  (taking  sixth  class  in  Southern  Classification),  includ¬ 
ing  plows  and  sugar-cane  loaders,  straight  or  mixed,  or  mixed  with  binder 

twine,  carloads,  minimum  weight,  24,000  pounds . 

Agricultural  implements  (taking  sixth  class  in  carloads),  mixed  with  farm 

wagons,  without  springs,  carloads . ' . 

Axes,  in  boxes,  any  quantity . 

Axle  grease,  all  kinds,  carloads,  minimum  weight,  24,000  pounds . 

Bagging,  cotton  ties,  and  cotton-tie  buckles,  straight  or  mixed  carloads,  mini¬ 
mum  weight,  30,000  pounds . 

Baking  powder: 

Carloads . 

Less  than  carloads . 

Barrel  material  or  cooperage  stock,  wooden,  carloads,  minimum  weight  30,000 

pounds . 

Barytes,  carloads,  minimum  w  eight  30,000  pounds . 

Beer: 

Carloads,  minimum  weight  24,000  pounds . 

Carloads,  minimum  weight  24,000  pounds  (when  for  export  only) . 


Rates  in 
effect 
October 
1, 1887. 

Rates  in 
effect 
October 
1,1905. 

90 

90 

75 

75 

65 

65 

50 

50 

40 

40 

35 

35 

25 

25 

25 

25 

25 

25 

20 

20 

28 

28 

35 

57 

45 

45 

35 

35 

180 

35 

700 

305 

50 

30 

35 

31 

35 

35 

50 

43 

35 

25 

25 

15 

65 

35 

65 

.50 

25 

15 

X 

18 

28 

26 

28 

25 

DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


367 


Statement  D. — Comparison  between  the  rates  in  effect  October  1,  1887,  and  those  in  effect 
October  1,  1905,  from  Louisville ,  Ky.,  to  Atlanta,  Ga.,  and  New  Orleans,  La. — Cont’d. 

FROM  LOUISVILLE,  KY.,  TO  NEW  ORLEANS,  LA.— Continued. 


Classes  and  commodities. 


Bluing,  liquid,  packed  in  glass,  or  mixed  carloads  of  bluing,  in  glass  or  wood, 

carloads,  minimum  weight  24,000  pounds . - . 

Boneblack,  carloads,  minimum  weight,  30,000  pounds . 

Box  material,  carloads,  minimum  weight  30,000  pounds . 

Brick  and  clay,  all  kinds,  straight  or  mixed  carloads,  minimum  weight  10,000 

pounds . , 

Butter,  butterine,  and  oleomargarine,  in  common  or  refrigerator  cars,  any  quan¬ 
tity  . 

Cakes  and  bread,  any  quantity . 

Calcium  chloride,  in  iron  drums  or  iron  casks,  straight  carloads,  minimum 

weight  30,000  pounds . 

Candies,  any  quantity . 

Canned  goods,  viz:  Fruits,  vegetables,  fish,  lobsters,  crabs,  shrimp,  clams,  soups, 
broth,  clam  juice,  cove  oysters,  condensed  milk  in  tin  cans,  glass,  or  stone, 
boxed,  or  in  kegs,  half  barrels,  and  barrels;  pork  arid  beans,  sirups  and  mo¬ 
lasses,  jellies,  preserves,  fruit  butters  and  mince-meat,  in  wood  or  in  tin  cans, 
glass,  or  stone,  boxed,  straight  or  mixed: 

Carloads,  minimum  weight  30,000  pounds . 

Less  than  carloads . \ . 

Cans,  ice,  and  pans  for  ice  factories,  carloads,  minimum  weight  20,000  pounds  ... 
Cans  and  pails,  tin,  and  oil  cans,  glass  (jacketed)  or  tin,  straight  or  mixed  car¬ 
loads,  minimum  weight  15.000  pounds . 

Carbons,  electric-light,  boxed,  carloads,  minimum  weight  24,000  pounds . 

Cars,  plantation,  cane  or  sugar,  carloads,  minimum  weight  21,000  pounds . 

Castor  beans,  carloads,  minimum  weight  24,000  pounds.. . 

Cement,  carloads,  minimum  weight  40,000  pounds . 

Chicory,  granulated,  carloads,  minimum  weight  24,000  pounds . % . 

Coal  and  coke,  carloads,  minimum  weight  30,000  pounds,  per  ton  of  2,000  pounds. 

Coal  tar  paving  cement,  carloads,  minimum  weight  40,000  pounds . 

Conduits,  cement,  clay,  or  concrete,  carloads,  minimum  weight  30,000  pounds... 

Crackers  and  cracker  meal,  any  quantity . 

Earthern  fruit  jars,  jugware,  consisting  of  common  brown  ware  (not  including  1 
tableware  or  decorated  ware  of  any  kind),  in  bulk,  minimum  weight  24,000 

pounds . 

Fertilizer  and  fertilizer  material,  carloads,  per  ton  of  2,000  pounds . 

Fireworks,  any  quantity . 

Furniture,  viz: 

Bedsteads,  iron  or  brass,  wire  mattresses  and  cots,  spring  beds,  wooden  cribs 
and  chairs,  folding,  folded  flat;  metallic  couch  frames,  knocked  down  or 
folded  flat;  curtain  poles,  in  straight  or  mixed  carloads,  minimum  weight 

20,000  pounds . [ 

Chairs,  not  otherwise  specified,  minimum  weight  8,000  pounds,  carloads . 

Chairs,  wood,  with  cane,  splint,  rattan,  reed,  willow,  bamboo,  or  solid  wooden 
seats,  whether  manufactured  of  common  or  hard  wood,  set  up  or  knocked 

down,  released,  less  than  carloads . 

Cots  or  cribs,  knocked  down  or  folded,  released,  less  than  carloads . | 

Desks,  bookcases,  and  combined  desks  and  bookcases,  wrapped  or  crated, 

less  than  carloads . . . ; 

Kitchen  safes — 

In  mixed  carloads  with  bedsteads,  etc . ! 

Knocked  down,  unfinished,  straight  carloads,  minimum  weight  30,000 

pounds . l 

Wooden,  or  wood  and  tin  combined,  carloads,  minimum  weight  24,000 

pounds . 

Refrigerators  and  ice  chests,  manufactured  of  oak  or  ash  lumber — 

Carloads,  minimum  weight  16,000  pounds . 

Less  than  carloads . 

Tables — 

Common,  unfinished,  straight,  minimum  weight  30,000  pounds,  carloads. 

Knocked  down,  flat,  released,  less  than  carloads . 

Not  otherwise  specified,  finished  or  in  the  white,  not  including  billiard  tables, 
refrigerators,  ice  chests,  bed  springs  (or  spring  beds),  iron  or  brass  bed-  i 
steads,  kitchen  safes,  curtain  poles,  tables,  common,  unfinished,  fixtures 
for  fitting  post-offices,  stores,  offices,  saloons,  banks,  etc.,  straight  or  mixed 

carloads  with  chairs,  minimum  weight,  12,000  pounds . 

Fuller’s  earth,  minimum  weight  30,000  pounds,  carloads  per  ton  of  2,000  pounds 
Glassware,  viz: 

Bottles,  fruit  jars,  and  jelly  glasses,  packed,  straight  or  mixed — 

Carloads,  minimum  weight  24,000  pounds . ; 

Less  than  carloads . 

Bottles,  beer  and  soda  water,  in  bulk,  minimum  weight  21,000  pounds,  car¬ 
loads.. . 

Demijohns  and  carboys,  straight  or  mixed  carloads,  or  when  mixed  with 

bottles  or  fruit  jars,  or  both,  minimum  weight  24,000  pounds,  carloads . 

Window  glass  (not  plate),  minimum  weight  24,000  pounds,  carloads . i 

Not  otherwise  specified,  carloads,  minimum  weight  24,000  pounds . 


Rates  in 
effect 
October 

1 , 1887. 

Rates  in 
effect 
October 
1,1905. 

90 

50 

20 

20 

25 

19 

15 

75 

75 

35 

X 

20 

25 

30 

40 

28 

50 

40 

90 

40 

90 

40 

65 

10 

35 

27 

40 

35 

35 

12 

50 

40 

400 

340 

35 

12 

25 

20 

50 

35 

40 

28 

400 

305 

90 

65 

50 

43 

50 

50 

90 

63 

65 

63 

75 

75 

50 

43 

50 

35 

50 

40 

50 

50 

65 

65 

50 

35 

65 

63 

50 

50 

400 

305 

40 

28 

40 

40 

40 

28 

40 

33 

40 

35 

40 

45 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


368 


Statement  D. — Comparison  between  the  rates  in  effect  October  1,  1887,  and  those  in  effect 
October  1,  1905,  from  Louisville,  Ky. ,  to  Atlanta,  Ga.,  and  New  Orleans,  La. — Cont’d. 

FROM  LOUISVILLE,  KY.,  TO  NEW  ORLEANS,  LA.— Continued. 


Classes  and  commodities. 


Glucose,  glucose  sirup,  and  grape  sugar,  in  barrels,  straight  or  mixed,  or  in  tank 

cars,  carloads,  minimum  weight  30,000  pounds . 

Glue,  in  bags  or  barrels,  minimum  weight  30,000  pounds,  carloads . 

Glycerin,  in  barrels  or  iron  drums,  any  quantity . : . 

Grain  and  milled  products  of  grain,  viz: 

Bran,  feed,  millstuff,  and  sucrene  feed,  straight  or  mixed,  carloads . 

Corn,  barley,  oats',  rye,  corn  meal,  hominy,  grits,  brewers’  grits,  brewers' meal, 

and  grain  screenings,  straight  or  mixed,  carloads . 

Flour- 

In  half  barrels,  carloads,  per  half  barrel . 

In  barrels,  carloads,  per  barrel . 

In  sacks,  less  than  carloads . 

Oatmeal,  rolled  oats,  shredded  oats,  oat  groats,  rolled  wheat,  cracked  wheat, 

and  crushed  wheat,  less  than  carloads . . . 

Wheat  flour,  in  barrels  or  in  sacks,  oatmeal,  rolled  oats,  oat  gloats,  rolled 
wheat,  cracked  wheat,  and  crushed  wheat,  in  straight  or  mixed  carloads.. 
Granite  or  enameled  ware,  plain  or  stamped;  japanned  tinware;  galvanized 
buckets,  tubs,  and  cans;  coal  hods;  sheet-iron  pans;  straight  or  mixed,  mini¬ 
mum  weight  20,000  pounds,  carloads . 

Gypsum  rock,  ground,  minimum  weight  40,000  pounds,  carloads . 

Hames,  less  than  carloads . 

Handles,  wooden,  minimum  weight  24,000  pounds,  carloads . 

Hemp  packing,  any  quantitv . 

Ice,  minimum  whight  30,000  pounds,  carloads . 

Ice  chests.  (See  Furniture.) 

Iron  articles,  viz: 

Special,  straight  or  mixed—  . 

Carloads,  minimum  weignt  24,000  pounds . 

Less  than  carloads . 

Enameling  plate  (sheet  iron  or  steel),  minimum  weight  24,000  pounds . 

Same,  less  than  carloads . . . 

Nails — 

Minimum  400  kegs,  carloads,  per  single  keg . 

Cement-coated,  in  kegs  or  double  kegs,  actual  weight,  minimum  weight 

400  kegs,  carloads . 

Plow — 


Iron  and  steel  parts  of  plows,  carloads,  consisting  of  axles,  plow  bands, 
bars,  bases,  blades,  bottoms,  castings,  clamps,  clevises,  coulters,  couplers, 
cutters,  fenders,  fin  cutters,  frames,  frogs,  frog  bars,  gauge  wheels,  heel 
bolts,  heels,  jointers,  lands,  land  bars,  land  slides,  levers,  molds,  plant 
fenders,  plates,  points,  rods,  runners,  seats,  shares,  shins,  slides,  spread¬ 
ers,  standards,  sweep  seats,  wings,  wrenches . 

Note.— Does  not  apply  on  plows  knocked  down  or  partially  knocked 
down. 

Packed  or  tied  in  bundles,  less  than  carloads . 

Pumps,  iron,  minimum  weight  24,000  pounds,  carloads . 

Rails,  iron  or  steel,  minimum  weight  20  gross  tons,  carloads,  per  ton  of  2,240 

pounds . . . 

Shoes,  horse,  mule,  and  ox,  packed,  carloads,  minimum  weight  40,000  founds. 
Track  material,  consisting  of  splice  bars?  track  bolts,  track  nuts,  washers, 
spikes,  chairs,  steel  railroad  ties,  switches,  switch  stands,  track  braces 
and  frogs,  straight  or  mixed,  carloads,  minimum  weight  24,000  pounds  . 
Wire,  iron  or  steel,  and  staples,  straight  or  mixed,  or  mixed  with  nails,  per 

keg,  carloads,  minimum  weight  40,000  pounds  . . 

Kegs,  empty  beer,  carloads,  minimum  weight  20,000  pounds . 

Kettles,  cast  iron: 

Not  exceeding  30  gallons  in  capacity,  carloads . 

Less  than  carloads . 

Lead: 

Antimonial — 

Carloads,  minimum  weight  30.000  pounds . 

Less  than  carloads . •. . 

Pig  and  bar — 

Straight  or  mixed,  carloads,  minimum  weight  30,000  pounds . 

Less  than  carloads . . 

Pipe  and  sheet — 

Straight  or  mixed,  carloads . 

Less  than  carloads . 

Leather,  sole,  in  bundles  or  rolls,  less  than  carloads . 

Lime,  carloads,  minimum  weight  30,000  pounds . 

Limestone,  ground,  carloads,  minimum  weight 30,000  pounds . 

Lumber: 

Dressed,  carloads,  24,000  pounds  minimum . 

Rough,  carloads,  30,000  pounds  minimum . 

Lye,  concentrated,  and  potash,  straight  or  mixed,  carloads,  minimum  weight 

30,000  pounds . 

Macaroni,  vermicelli,  and  spaghetti,  carloads . 


Rates  in 
effect 
October 
j  1,1887. 

Rates  in 
effect 
October 
1, 1905. 

25 

16 

65 

35 

50 

35 

20 

15 

20 

15 

22* 

17 

45 

34 

22* 

22* 

25 

j 

25 

22* 

17 

65 

40 

x 

12* 

65 

50 

35 

25 

35 

35 

35 

17* 

18 

20 

25 

27 

18 

21 

25 

29 

18 

20 

18 

20 

18 

‘20 

25 

27 

50 

35 

403 

265 

18 

20 

18 

20 

18 

20 

28 

30 

50 

32 

50 

45 

40 

23 

40 

37 

35 

23 

35 

37 

40 

23 

40 

37 

65 

65 

35 

18* 

X 

18 

25 

25 

25 

19 

35 

25 

90 

33 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


369 


Statement  D. — Comparison  between  the  rates  in  effect  October  1,  1881 ,  and  those  in  effect 
October  1 , 1905,  from  Louisnlle ,  Ky .,  to  Atlanta,  Ga.,  and  New  Orleans,  La. — Cont’d. 

FROM  LOUISVILLE,  KY.,  TO  NEW  ORLEANS,  LA.— Continued. 


Classes  and  commodities. 


Marble  and  stone,  dressed,  viz:  Block  or  slabs,  dressed,  hammered,  chiseled, 
or  polished,  boxed  or  crated,  value  limited  to  40  cents  per  cubic  foot,  and  so 
receipted  for;  monuments  or  tombstones,  or  parts  thereof,  lettered  or  unlet¬ 
tered,  boxed  or  crated,  value  limited  to  40  cents  per  cubic  foot,  prepaid  or 

guaranteed,  carloads,  minimum  weight  30,000  pounds . 

Matches: 

Carloads,  minimum  weight  24,000  pounds . 

Boxed,  1,000  pounds  or  over,  less  than  carloads . 

Matting,  straw,  in  rolls,  and  rugs,  straw,  in  boxes,  carloads,  minimum  weight 

30,000  pounds . 

Milk,  malted,  carloads,  minimum  weight  30,000  pounds . 

Mineral  water: 

Carloads,  minimum  weight  24,000  pounds . 

Less  than  carloads . 

Mineral  wool,  carloads,  minimum  weight  24,000  pounds . 

Oil: 

Cotton  seed,  in  barrels,  any  quantity,  per  barrel . 

Linseed,  corn,  creosote,  or  coal-tar — 

In  barrels,  any  quantity,  per  barrel . 

In  tank  cars,  minimum  weight  40,000  pounds,  carloads . . 

Other  than  linseed,  cotton  seed,  corn,  creosote,  coal  oil,  or  its  products,  in 

barrels,  any  quantity . 

Packing-house  products: 

Carloads,  minimum  weight  24,000  pounds . 

Less  than  carloads . 

Paints: 

Dry,  earth,  in  barrels,  casks,  or  kegs,  carloads,  minimum  weight  30,000  pounds. 
Dry  or  mixed — 

Carloads,  minimum  weight  30,000  pounds . 

Less  than  carloads . 

Mineral,  made  of  ground  iron  ore  or  ochre — 

Carloads,  minimum  weight  30,000  pounds . 

Less  than  carloads . 

White  or  red  lead — 

Carloads,  minimum  weight  30,000  pound's . ; . 

Less  than  carloads . 

Paper  tablets  and  envelopes,  straight  or  mixed,  carloads,  minimum  weight  20,000 

pounds . 

Patterns,  wooden  or  metallic,  carloads,  minimum  weight  20,000  pounds . 

Peanuts: 

Carloads . 

Less  than  carloads . . 

Pepper,  carloads . 

Pianos  and  organs,  boxed,  wrapped,  crated,  or  harnessed,  released,  loaded  by 
owner  and  unloaded  by  consignee,  straight  or  mixed,  including  one  empty 
box  for  return  of  wrappings  and  harness,  carloads,  minimum  weight  8,000 

pounds . 

Pickles,  vinegar,  sauerkraut,  mustard  (prepared),  catsup,  table  sauces,  horse¬ 
radish,  olives,  in  wood,  or  in  glass  or  earthenware,  packed;  preserves,  jellies, 
fruit  butters,  mince-meat,  in  wood,  or  in  glass  or  earthenware  or  cans,  packed: 
canned  goods,  in  tin  cans,  packed  in  boxes,  viz:'  Condensed  milk,  cove  oys¬ 
ters,  evaporated  cream,  fish,  fruit,  vegetables,  pork  and  beans,  soups,  broths, 

and  meat,  mixed,  carloads . 

Pitch  and  tar,  carloads,  minimum  weight  30,000  pounds . 

Plaster,  carloads,  minimum  weight  30,000  pounds . 

Plumber’s  maierial,  viz:  Tubs,  bath,  all  kinds;  sinks,  loose,  or  in  crates  or  bar¬ 
rels;  iron  washstands,  boxed  or  crated;  marble  slabs,  dressed,  hammered,  chis¬ 
eled.  or  polished,  boxed  or  crated,  value  limited  to  40  cents  per  cubic  foot; 
range  or  kitchen  boilers;  water-closets,  loose  or  packed;  water-closet  seats, 
packed;  water-closet  tanks;  in  straight  or  mixed  carloads,  or  mixed  with 

wrought-iron  pipe  fittings,  in  kegs,  barrels,  casks,  or  wired  together . 

Polish,  shoe,  carloads,  minimum  weight  30,000  pounds . 

Powder,  blasting,  carloads,  minimum  weight  20,000  pounds . 

Putty,  any  quantity . 

Roofing  and  building  felt  or  paper,  straight  or  mixed,  or  mixed  with  pitch,  or 
with  common  tar  paint  or  roofing  cement,  carloads,  minimum  weight  30,000 

pounds . 

Roofing  slate,  carloads,  minimum  weight  30,000  pounds . 

Rope: 

Except  cotton,  carloads,  any  quantity . 

Cotton,  cotton  twine,  and  binder  twine,  carloads,  minimum  weight  24,000 

pounds . . 

Sisal,  carloads,  minimum  weight  30,000  pounds . 

Sacks,  cocoanut,  empty,  returned  by  same  route  over  which  same  were  shipped 

when  filled . •*. . 

Salt,  carloads,  minimum  weight  30,000  pounds . 

Sand,  carloads,  minimum  weight  40.000  pounds . 


Rates  in 
effect 
October 
1,  1887. 

Rates  in 
effect 
October 
1,  1905. 

35 

23 

50 

40 

90 

60 

75 

35 

X 

65 

9  28 

28 

40 

37 

90 

35 

140 

100 

140 

100 

35 

20 

35 

35 

25 

30 

25 

35 

25 

20 

35 

20 

35 

30 

25 

20 

25 

25 

25 

20 

25 

30 

75 

31 

X 

90 

35 

25 

40 

43 

65 

50 

90 

75 

50 

40 

39 

20 

35 

* 

181 

75 

40 

50 

40 

90 

75 

40 

30 

40 

20 

35 

20 

35 

35 

35 

31 

35 

15 

35 

25 

X 

16^ 

35 

15 

S.  Doc.  244,  59-1 - 24 


370 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Statement  D. — Comparison  between  the  rates  in  effect  October  1,  1887,  and  those  in  effect 
October  1, 1905,  from  Louisville,  Ky.,  to  Atlanta,  Ga.,  and  New  Orleans,  La. — Cont’d. 

FROM  LOUISVILLE,  KY.,  TO  NEW  ORLEANS,  LA.— Continued. 


Classes  and  commodities. 

Rates  in 
effect 
October 
1,  1887. 

Rates  in 
effect 
October 
1,  1905. 

Scales  and  scalebeams  (not  automatic  weighing  machines),  carloads,  minimum 
weight  24,000  pounds . 

50 

40 

38 

18 

23 

22 

25 

Seed  garden  or  grass,  carloads,  minimum  weight  24,000  pounds . 

40 

Sewer  pipe  and  draintile,  carloads,  minimum  weight  30,000  pounds . 

20 

Shot,  in  double  sacks  or  kegs,  straight  or  mixed  tvith  lead,  carloads,  minimum 
weight  30,000  pounds . 

35 

Soap,  laundry,  and  soap  powders,  straight  or  mixed: 

Carloads,  minimum  weight  30,000  pounds . 

25 

Less  than  carloads . 

25 

Soda: 

Ash,  caustic,  in  iron  drums  or  iron  casks:  sal,  silicate  of,  in  barrels,  kegs  or 
drums;  sulphate  of,  in  barrels  or  casks,  straight  or  mixed,  carloads,  mini¬ 
mum  weight  30,000  pounds . 

35 

20 

22 

Bicarbonate  %f  (not  baking  powder),  carloads,  minimum  weight  30,000 
pounds . 

40 

Starch: 

Carloads . s . 

25 

30 

65 

50 

12i 

Less  than  carloads . 

25 

Stills,  copper,  and  condensers,  including  worms,  carloads,  minimum  weight 
24,000  pounds . 

270 

Stone: 

Crushed  paving,  carloads,  minimum  weight  40,000  pounds . 

X 

Rough  quarried  blocks,  rough-sawed,  sand-rubbed  (slushed),  slabs,  blocks,  or 

columns:  floor  tiling:  building  stone  for  exterior  of  buildings,  including 
blocks,  slabs,  columns,  and  other  pieces  of  stone  used  in  the  exterior  of 
buildings,  value  limited  to  20  cents  per  cubic  foot  and  so  receipted  .for, 

carloads,  minimum  weight  40,000  pounds . 

Stoves  and  ranges  (except  alcohol,  gas,  gasoline,  oil,  and  vapor  stoves): 

Cast-iron  or  sheet-iron  or  sheet-steel,  or  with  cast-iron  bases  and  tops,  stove 
‘plates,  stove  boards,  stovepipe  (side  seams  not  closed),  nested,  wired 
together  in  bundles  or  crates,  stove  furniture,  stove  hollow  ware  (not 
enameled,  agate,  or  granite  ironware,  and  not  including  stovepipe  (side 
seams  closed)  and  stovepipe  elbows,  loose  or  packed),  shipped  with  stoves, 

carloads,  minimum  weight  20,000  pounds . 

Less  than  carloads . 

Sulphate  of  iron  (copperas)  carloads,  minimum  weight  40,000  pounds . 

Sweat  pads: 

Carloads,  minimum  weight  20,000  pounds . 

Less  than  carloads . 

Terra-cotta  architectural  work,  carloads,  miniimim  weight  24,000  pounds . 

Ties,  cotton,  cotton-tie  buckles,  and  bagging,  straight  or  mixed,  carloads,  min¬ 
imum  weight  30,000  pounds . 

Tile  and  tiling,  viz:  Hollow  building  tile,  fireproof  building  tile,  roofing  tile, 
flue  linings,  and  wall  coping,  straight  or  mixed,  carloads,  minimum  weight 

40,000  pounds . . . 

Tin  plate,  in  boxes,  carloads,  minimum  weight  30,000  pounds . 

Tobacco: 

Plug,  any  quantity . . . . 

Smoking,  any  quantity . . . 

Unmanufactured,  any  quantity . 

Tobacco  stems,  in  hogsheads,  any  quantity . 

Tools,  logging,  carloads,  minimum  weight  24,000  pounds . 

Toys,  viz:  Furniture,  hobbyhorses,  shoo  flies,  carriages,  wagons,  carts,  and  wheel¬ 
barrows,  straight  or  mixed  carloads,  minimum  weight  15,000  pounds . 

Trunks,  empty,  nested,  and  trunks  filled  with  valises  and  traveling  bags,  and 
valises  and  traveling  bags  in  boxes  or  cases: 

Carloads . 

Less  than  carloads . 

Trunks,  empty: 

Carloads . 

Less  than  carloads . 

Twine,  binder,  less  than  carloads . 

Twine  (sisal)  and  lath  yarn,  in  coils  or  on  reels,  any  quantity . 

Varnish  and  oil  (gloss  or  asphaltum),  any  quantity. . '. . 

Vegetables  and  fruits,  as  follows: 

Apples  and  peaches,  dried,  straight  carloads,  minimum  weight  24,000  pounds. 
Beans  and  pease,  dried,  straight  or  mixed  carloads,  minimum  weight  24,000 

pounds . 

Kraut,  carrots,  beets,  turnips,  and  parsnips,  packed;  or  cabbage,  onions,  pota¬ 
toes,  andapples,  in  packages  or  in  bulk;  also  cucumbers,  tomatoes,  green 
beans,  green  pease,  and  garlic,  straight  carloads,  minimum  weight  24, W0 

pounds . 

Kraut,  pickles,  cabbage,  onions,  potatoes,  apples,  carrots,  pears,  peaches, 
plums,  beets,  turnips,  parsnips,  and  dried  fruit  (apples  and  peaches),  all 
packed,  mixed  carloads,  minimum  weight  24,000  pounds,  or  mixed  with 
cider  and  vinegar,  carloads,  minimum  weight  24,000  pounds  (expiring  Nov. 
15,  1905);  also  cucumbers,  tomatoes,  green  beans,  green  pease,  and  garlic, 
all  packed,  mixed  carloads,  minimum  weight  24,000  pounds,  or  mixed  with 
vegetables,  cider,  and  vinegar,  as  described  above,  carloads,  minimum 
weight  24,000  pounds . 


25 


35 

35 

40 

75 

75 

40 

25 


25 

40 

40 

90 

30 

35 

75 

180 


40 

90 

40 

90 

40 

40 

75 

50 

40 


30 


30 


18 


32 

45 
18 

39 

46 
32 

15 


18 

24 

45 

65 

27 

26 

31 

65 


65 

65 

75 

75 

35 

35 

30 

35 

30 


30 


35 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


371 


Statement  D. — Comparison  between  the  rate  in  effect  October  1,  1887,  and  those  in  effect 
October  1, 1905,  from  Louisville,  Ky.,  to  Atlanta,  Ga.,  and  New  Orleans,  La. — Cont’d. 

FROM  LOUISVILLE  KY.,  TO  NEW  ORLEANS,  LA.— Continued 


Classes  and  commodities. 


Vegetables  and  fruits — Continued. 

Melons,  carloads,  minimum  weight  24,000  pounds . 

Pears,  peaches,  and  plums,  straight  carloads,  minimum  weight  24,000  pounds. 
Pickles — 

Carloads,  minimum  weight  24,000  pounds . 

In  glass,  packed,  or  in  wood,  less  than  carloads . 

Vinegar,  cider,  and  clariphos,  straight  or  mixed  carloads,  minimum  weight 

24,000  pounds . 

Vehicles: 

Automobiles  and  locomobiles — 

Carloads,  minimum  weight  16,000  pounds . 

Not  crated  or  boxed,  set  up,  wheels  on  or  off,  each  vehicle,  less  than  car¬ 
loads,  minimum  weight  6,000  pounds . 

Set  up,  crated  or  boxed,  wheels  on  or  off,  each  vehicle,  less  than  car¬ 
loads,  minimum  weight  5,000  pounds . 

Buggies,  carriages,  and  trotting  wagons,  carloads,  minimum  weight  15,000 

pounds . 

Carts  and  wagons,  lumber  and  logging,  carloads,  minimum  weight  24,000 

pounds . 

Wagons  and  carts,  farm  or  lumber,  straight  or  mixed  carloads,  minimum 

weight  24,000  pounds . 

Vehicle  material,  consisting  of  the  following  articles:  Axles  (iron  or  wood), 
bows,  brakes,  doubletrees,  felloes,  gearing,  hounds,  hubs,  shafts,  rims,  bolsters, 
singletrees,  spokes,  springs,  thimble  skeins,  tongues,  wagon  castings,  wheels, 
reaches,  neck  yokes,  straight  or  mixed  carloads  (except  where  classification 

makes  lower  rating),  minimum  weight  24,000  pounds . 

Wheelbarrows,  carloads,  minimum  weight  24,000  pounds . 

Whisky,  actual  weight,  domestic  wines,  domestic  gin,  domestic  brandies,  alcohol, 
and  high  wines,  in  wood,  estimated  weight  of  400  pounds  per  barrel  or  200 
pounds  per  half  barrel,  O  R  L,  value  limited  to  75  cents  per  gallon,  any  quan¬ 
tity  . 

Wire,  cable,  telephone  and  telegraph,  carloads,  minimum  weight  24,000  pounds . 

Woodenware,  carloads . 

Meats,  fresh,  and  dressed  poultry,  in  refrigerator  cars,  straight  or  mixed  car¬ 
loads,  minimum  weight  20,000  pounds . 


Rates  in 
effect 
October 
1,  1887. 

Rates  in 
effect 
October 
1,  1905. 

x 

30 

65 

35 

35 

30 

35 

40 

25 

25 

X 

65 

X 

90 

X 

90 

35 

65 

35 

31 

35 

31 

40 

28 

40 

31 

35 

30 

50 

35 

40 

31 

45 

45 

FROM  LOUISVILLE,  KY.,  TO  ATLANTA,  GA. 


('lass  1 . 

Class  2 . 

Class  3  . 

Class  4 . 

Class  5 . • . 

Class  6  . 

Class  A . 

Class  B . 

Class  C  . 

Class  D . 

Class  E . 

Class  H . 

Class  I' . per  barrel.. 

Special  iron: 

Carloads,  30,000  pounds  minimum . 

Less  than  carloads . 

Acid,  sulphuric,  in  tank  cars,  carloads,  minimum  weight,  30,000  pounds,  per  ton 

2,000  pounds . 

Agricultural  cultivating  implements, carloads,  minimum  weight  20,000  pounds.. 
Agricultural  implements  (taking  sixth  class  in  carloads)  mixed  with  farm 

wagons  without  springs,  carloads . 

Ale  (including  ginger  ale),  beer,  root  beer,  porter,  and  other  malt  liquors,  O.  R., 

carloads,  minimum  weight  24,000  pounds . 

Apples,  carloads . 

Barrels  and  kegs  (wooden),  empty,  carloads,  minimum  weight  15,000  pounds _ 

Barytes,  carloads . . . 

Boots  and  shoes,  carloads . 

Box  and  barrel  material,  wooden,  in  bundles,  less  than  carloads . 

Brick: 

Common,  pressed,  glazed,  enameled,  ornamental,  and  shaped,  straight  or 

mixed  carloads,  minimum  weight  40,000  pounds . 

Fire,  carloads,  minimum  weight  30,000  pounds . 

Hollow  building,  carloads,  minimum  weight  30,000  pounds . 

Terra  cotta,  for  ornamental  purposes,  carloads,  minimum  weight  24,000 

pounds . 

Terra  cotta  “lumber,”  for  interior  work,  carloads,  minimum  weight  30,000 
pounds  . 


107 

98 

92 

87 

81 

78 

68 

63 

56 

52 

46 

41 

28 

28 

36 

33 

31 

26 

27 

22 

48 

48 

53 

48 

54 

44 

23 

31 

23 

34 

920 

340 

56 

35 

56 

41 

48 

30 

25 

35 

68 

35 

46 

23 

107 

87 

28 

41 

17 

12 

17 

16 

24 

14 

46 

13 

46 

14 

372 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Statement  I).- -Comparison  between  the  rates  in  effect  October  1 ,  1887,  and  those  in  effect 
October  1 ,  1905 ,  from  Louisville,  Ky.,  to  Atlanta,  Ga.,  and  New  Orleans,  La. — Cont’d. 

FROM  LOUISVILLE,  KY.,  TO  ATLANTA,  GA.— Continued. 


Classes  and  commodities. 


Rates  in 
effect 
October 
1,  1887. 


Rates  in 
effect 
October 
1,  1905. 


Calcium,  chloride,  carloads,  minimum  weight  30,000  pounds . 

Canned  goods,  in  tin  cans  packed  in  boxes,  viz:  Condensed  milk,  cove  oysters, 
evaporated  cream,  fish,  fruits,  jellies  and  preserves,  fruit  butters,  meats  (except 
where  lower  rating  is  provided  in  Southern  Freight  Classification),  shellfish, 
soups  and  broths,  pork  and  beans  and  vegetables: 

Carloads . 

Less  than  carloads . 

Fruit  jellies,  fruit  butters,  fruit  preserves,  and  mince-meat,  straight  or  mixed 
carloads,  packed  in  tin  cans,  boxed,  or  in  wooden  buckets  or  kits,  crated, 
or  in  barrels,  half  barrels  or  kegs,  or  when  mixed  with  other  canned  goods 

as  described  above . 

Less  than  carloads . 

Cement,  in  barrels  or  sacks,  carloads,  minimum  weight  40,000  pounds . 

Chair  stuff  or  stock,  wooden,  in  the  white,  unfinished,  carloads,  minimum  weight 

24,000  pounds . . . 

Clay,  fire,  carloads,  minimum  weight  30,000  pounds . 

Coal,  carloads,  minimum  weight  20  tons,  per  ton  2,000  pounds . 

Coal  and  coke,  carloads,  per  ton  2,000  pounds  (except  as  above) . 

Conduits,  brick  or  clay,  for  electric  cables  or  wire,  carloads,  minimum  weight 

30,000  pounds . 

Cotton,  viz:  Uncompressed,  carrier’s  privilege  of  compressing . 

Cotton  ties,  carloads . | 

Crackers  and  cakes,  less  than  carloads . 

Emigrant  moveables  (will  not  apply  on  contractors’  or  graders’  outfit),  value 
limited  to  $5  per  100  pounds  in  case  of  loss  or  damage,  and  so  stated  in  bill  of 
lading: 

Less  than  carloads . 

Carloads . 

With  live  stock  (valuation  as  per  Southern  Freight  Classification),  not  ex¬ 
ceeding  5  head  in  same  car,  1  attendant  to  have  free  passage  on  same  train 

as  car,  carloads . . | 

Facings,  coal  and  iron,  and  black  cement  (a  product  of  coal  and  iron  facings),  j 

carloads,  minimum  weight  30,000  pounds . 

Ferromanganese  and  spiegeleisen,  carloads,  20  gross  tons  minimum,  per  ton 

2,240  pounds  (apply  only  on  shipments  from  beyond) . 

Fertilizers,  viz: 

Carloads,  minimum  weight  as  per  Southern  Freight  Classification,  per  ton 

2,000  pounds . . . 

Less  than  carloads . . 

Fertilizer  material,  except  as  noted  below,  minimum  Aveight  30,000  pounds, 
per  ton  2,000  pounds: 

Carloads . 

Less  than  carloads . 

Fertilizer  material,  consisting  of  tankage  and  dried  blood,  ground  tobacco 
stems  in  bags,  castor  pomace  in  bags,  tobacco-stem  meal  in  bags,  sheep 
manure  and  bat  manure,  in  bags  or  in  bulk,  hoof  meal  in  bags,  and  peat 
fertilizer  filler:  • 

Carloads,  minimum  weight,  as  per  Southern  Freight  Classification,  per 

ton  2,000  pounds . 

Less  than  carloads . 

Flour,  in  sacks . . . 

Flour,  self-raising: 

In  sacks . ; 

In  barrels,  per  barrel . 

Fruits,  tropical,  viz:  Oranges,  lemons,  limes,  and  grape  fruit: 

Carloads . 

Less  than  carloads . 

Glass  and  glassware,  viz: 

Bottles,  glass,  carloads . . i 

Fruit  jars  and  jelly  glasses,  in  straight  or  mixed  carloads . 

Plate,  carloads,  minimum  weight,  40,000  pounds  (rates  named  herein  as 
applied  to  minimum  weight  of  40,000  pounds  shall  not  exceed  totals  ar¬ 
rived  at  by  use  of  classified  rates  and  weight) . j 

Rough,  for  skylights,  carloads . 

Window,  carloads . 

Glucose,  ORL: 

Carloads . 

Less  than  carloads . 

Grape  sugar,  ORL: 

Carloads . 

Less  than  carloads . 

Handles,  wooden,  implement  and  tool: 

Carloads . 

Less  than  carloads . 

Hair  (for  carpet  yarn),  pressed  in  bales,  any  quantity . 

Hides,  viz: 

Dry,  carloads . 

Green  salted,  carloads . 

Sheepskins,  green,  salted,  carloads,  minimum  weight,  24,000  pounds . 


X 

23 

68 

40 

68 

52 

68 

40 

68 

52 

24 

16 

68 

30 

24 

16 

474 

350 

474 

375 

28 

16 

X 

52 

25 

22 

56 

52 

68 

34 

46 

23 

56 

28 

68 

23 

X 

240 

474 

340 

569 

408 

474 

340 

569 

408 

474 

310 

569 

372 

31 

22 

31 

22 

62 

44 

68 

51 

68 

68 

68 

46 

68 

46 

107 

57 

81 

49 

68 

49 

46 

28 

46 

32 

46 

28 

46 

32 

46 

28 

68 

42 

107 

56 

68 

38 

56 

28 

81 

45 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


373 


Statement  D.  —  Comparison  between  the  rates  in  effect  October  1,  1887 ,  and  those  in  effect 
October  1, 1905 ,  from  Louisville ,  Ky.,  to  Atlanta,  Ga.,  and  New  Orleans,  La.— Oont’d. 

FROM  LOUISVILLE,  KY.,  TO  ATLANTA,  GA. — Continued. 


Classes  and  commodities. 


Rates  in 
effect, 
October 
1,  1887. 


Rates  in 
effect 
October 
1,  1905. 


Ice: 


Carloads,  for  refrigerating  fruits,  when  consigned  to  agents  of  refrigerator 

car  lines,  per  ton  2,000  pounds . •. . 

Released,  carloads . 

Iron  articles,  viz: 

Billets,  blooms,  and  ingots,  iron  and  steel,  straight  carloads,  20  gross  tons 
minimum  (apply  only  on  shipments  from  beyond),  per  ton  2,240  pounds... 

Boiler  plate,  carloads,  minimum  weight,  30,000  pounds . 

Car  wheels,  axles,  trucks  and  bolsters,  straight  or  mixed — 

Carloads . 

Less  than  carloads . 

Nails,  carloads . 

Pig,  carloads,  20  gross  tons  minimum  (appliesonly  on  businessfrom  beyond), 

per  ton  of  2,240  pounds . 

Pipe,  w rough t-iron,  carloads,  minimum  weight,  30,000  pounds . 

Plow  steel,  unfinished,  viz:  Flat  cut  shapes,  slabs  and  circular  disks,  black, 
not  polished,  carloads,  minimum  weight,  30,000  pounds,  when  shipped  to 

factories  only  (applies  only  to  Atlanta,  Ga.) . 

Note.— It  is  understood  that  slabs  will  include  any  steel  slabs  used 
in  the  manufacture  of  plows. 

Railroad  track  material,  viz:  Chairs,  frogs,  nut  locks,  rails,  iron  or  steel, 
spikes,  splice  bars,  switches,  switch  chairs,  switch  stands,  tie  plates,  track 
braces,  track  bolts,  track  nuts,  and  washers,  carloads,  per  ton  2,240  pounds. 
Scrap  iron  of  all  kinds,  except  old  rails  for  relaying  purposes,  carloads,  mini¬ 
mum  weight,  30,000  pounds,  per  ton  2,000  pounds . 

Sheet  iron  and  sheet  steel,  black  and  galvanized,  carloads,  minimum  weight, 

40.000  pounds . . 

Vehicle  forgings  and  castings,  iron  or  steel,  not  painted,  japanned,  or  other¬ 
wise  finished,  carloads,  minimum  weight,  30,000  pounds . 

Jug  Avare,  consisting  of  common  brown  ware  (not  including  tableware  or  deco¬ 
rated  ware  of  any  kind),  packed  or  in  bulk,  carloads,  minimum  weight,  30,000 

pounds . 

Lime,  carloads . 

Live  stock,  released,  less  than  carload,  subject  to  estimated  weights  of  Southern 

Freight  Classification . .  . 

Lumber,  \Tiz: 

Box  material,  Avooden  fence  posts,  heading,  -hoops,  laths,  logs,  all  kinds; 
lumber,  rough  or  dressed;  mining  props  or  caps,  wooden  paving  blocks, 
shingles,  shooks,  sta\Tes,  telegraph  and  telephone  poles,  straight  or  mixed, 

carloads . 

Building  material,  wooden,  in  mixed  carloads  or  in  straight  carloads  (ex¬ 
cept  when  lower  specific  rates  are  published  on  any  of  the  articles  in 
straight  carloads),  minimum  weight,  24,000  pounds,  consisting  of  lumber, 
rough  or  dressed;  laths,  shingles,  scroll  Avork.  AvindoAv  and  door  frames, 
sash,  doors,  and  blinds,  molding,  balusters,  baseboards,  casings,  porch 
columns,  newels,  stair  Avork,  and  wainscoting,  except  on  straight  carloads 

of  lumber,  laths,  and  shingles . 

Meats,  fresh,  including  dressed  poultry,  straight  or  mixed,  carloads . 

Melons,  carloads,  minimum  Aveight,  24,000  pounds . 

Molasses  and  sirup  (except  fountain  and  coloring  sirups),  (including  glucose 
sirup),  ORL,  in  Avood  or  tin  cans,  boxed,  also  glucose  in  tank  cars: 

Carloads . 

Less  than  carloads . 

Oatmeal,  rolled  oats,  or  shredded  oats,  rolled,  cracked,  or  crushed  AAdieat,  in  bar¬ 
rels,  kegs,  drums,  boxes,  half-barrels,  cotton  or  gunny  sacks,  or  in  paper  pack¬ 
ages,  packed  in  boxes,  any  quantity . 

Oil,  cotton-seed: 

Carloads . 

Less  than  carloads . 

Paper:  * 

Printing,  calendered  or  machine-glazed,  not  enameled,  in  rolls,  carloads, 

minimum  wreight,  40,000  pounds . * . 

Wrapping,  in  rolls  20  inches  and  over  in  diameter,  carloads,  minimum 

Aveight,  40,000  pounds . 

Peaches,  green,  carloads . 

Pickles,  vinegar,  sauerkraut,  mustard  (prepared),  horse  radish,  catsup,  table 
sauces,  or  olives,  in  glass  or  earthenAvare,  packed  or  in  Avood,  mixed  with  pre¬ 
serves,  fruit  butter,  or  jellies,  in  glass  or  earthemvare,  or  cans,  packed  or  in 

Avood,  carloads . 

Pipe,  earthen  or  seAver,  and  draintile,  straight  or  mixed,  carloads,  minimum 

weight,  30,000  pounds . 

Plaster,  wall,  building,  molding,  fancy,  and  decorating,  all  kinds,  and  ground 
gypsum  rock,  carloads,  minimum  AAeight,  60,000  pounds  (but  not  in  excess  of 

marked  capacity  of  car) . 

Plow  beams  and  handles,  in  the  rough  or  white,  carloads . 

Pyrites,  ore,  carloads,  per  ton  2,000  pounds . I 

Rice,  cleaned,  any  quantity _ ' . . . i 


I 


310 

270 

15i 

17 

515 

240 

23 

26 

23 

23 

23 

23 

515 

240 

23 

28 

23 

24 

515 

400 

460 

250 

23 

31 

56 

38 

56 

35 

24 

18 

X 

120 

24 

20 

46 

28 

36 

43 

X 

19 

30 

28 

30 

32 

56 

27 

46 

25 

46 

41 

46 

39 

28 

24 

81 

40 

68 

52 

30 

16 

46 

13 

46 

35 

X 

330 

46 

37 

374 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  D. — Comparison  between  the  rates  in  effect  October  1 ,  1887,  and  those  in  effect 
October  1,  1905,  from  Louisville,  Ky.,  to  Atlanta,  Ga.,  and  New  Orleans,  La. — Con. 

FROM  LOUISVILLE,  KY.,  TO  ATLANTA,  GA.— Con. 


Classes  and  commodities. 


Rock,  bituminous,  carloads,  per  ton  2,000  pounds . 

Roofing  felt,  dry  or  unsaturated,  in  rolls  or  bundles,  carloads . 

Salt,  carloads . 

Sand,  molding,  carloads,  minimum  weight,  60,000  pounds . 

Screen  doors  and  windows,  carloads,  minimum  weight,  24,000  pounds . 

Slate,  roofing,  released,  carloads . 

Soap,  laundry,  in  boxes  or  barrels: 

Carloads . . 

Less  than  carloads . 

Soap  powders: 

Carloads . 

Less  than  carloads . 

Soda,  bicarbonate  of,  any  quantity . 

Spelter,  carloads . 

Starch  (except  for  table  use  as  food)  carloads,  minimum  weight.  30,000  pounds  .. 
Stone,  viz: 

Crushed,  paving,  or  macadam,  carloads,  minimum  weight,  40,000  pounds _ 

Blocks  or  slabs,  hammered,  chiseled,  or  polished,  boxed  or  crated,  value 
limited  to  40  cents  per  cubic  foot  and  so  receipted  for;  monuments  and 
tombstones,  or  parts  thereof,  lettered  or  unlettered,  boxed  or  crated,  value 
limited  to  40  cents  per  cubic  foot  and  so  receipted  for,  carloads,  minimum 

weight,  30,000  pounds . „ . 

Rough-quarried  blocks,  rough-sawed,  sand-rubbed  (slushed),  slabs,  blocks,  or 
columns,  floor  tiling,  building  stone  for  exterior  of  buildings,  including 
blocks,  slabs,  columns,  other  pieces  of  stone  used  in  exterior  of  build¬ 
ings,  value  limited  to  20  cents  per  cubic  foot  and  so  receipted  for,  car¬ 
loads,  minimum  weight, 30,000  pounds  . . 

Stoves  (except  alcohol,  gas,  gasoline,  oil,  and"  vapor  stoves),  hollow  ware,  and 
stove  furniture,  O.  R.,  grate  frames,  baskets,  and  fixtures: 

Carloads . 

Same  (except  sheet-iron  stoves),  less  than  carloads . 

Strawboard  and  pulp  board,  carloads,  minimum  weight,  40,000  pounds . 

Tar  and  pitch,  carloads,  minimum  weight,  30,000  pounds . 

Terra  cotta,  architectural,  carloads,  minimum  weight,  24,000  pounds . 

Tile,  viz:  Roofing  carloads,  minimum  weight,  30,000  pounds . 

Tiling,  hollow  fireproof,  carloads,  minimum  weight,  30,000  pounds . 

Tin  plate;  carloads,  minimum  weight,  40,000  pounds . 

Vegetables,  viz: 

Beets,  cabbage,  onions,  potatoes,  and  turnips,  in  straight  or  mixed  carloads.. 

Same,  when  mixed  with  apples,  carloads . 

Celery,  released,  carloads,  minimum  weight,  20,000  pounds . 

Vehicle  material,  wooden,  viz:  Bows,  doubletrees,  fellies,  hubs,  neck  yokes, 
rims,  shafts,  side  bars,  single  or  whiffletrees,  spokes,  and  poles,  in  the  white, 

carloads . 

Vehicle  material,  wooden,  unfinished,  including  the  following  articles  only: 
Reaches,  axle  beds,  side  bars,  head  blocks,  shafts,  poles,  fellies,  singletree’s, 
spokes,  hubs,  rims,  doubletrees,  hub  blocks,  whiffletrees,  neck  yokes,  and 

bows,  carloads . 

Carriage  and  wagon  axles  and  vehicle  boxes  and  skeins,  carloads,  minimum 

weight,  30,000  pounds . 

Vehicle  wheels,  without  tires,  straight  carloads,  minimum  weight,  18,000 
pounds;  vehicle  wheels,  with  tires,  straight  carloads,  minimum  weight, 
24,000  pounds;  vehicle  wheels,  mixed  carloads,  with  or  without  tires, 

minimum  weight,  24,000  pounds . .• . 

Washing  compounds  (not  liquid): 

Carloads . A . 

Less  than  carloads . 

Water,  mineral,  0.  R.,  carloads,  minimum  weight.  24,000  pounds . 

Whiting,  carloads,  minimum  weight,  24,000  pounds,  per  ton,  2,000  pounds . 

Wood,  compound  or  built  up,  carloads,  minimum  weight,  30.000  pounds . 

Wooden  or  paper  butter  dishes  and  plates,  carloads,  minimum  weight,  24,000 

pounds . 

Wool,  carloads,  minimum  weight,  10,000  pcflmds . 


Rates  in 
effect 
October 
1, 1887. 

Rates  in 
effect 
October 
1,1905. 

x 

275 

56 

24 

46 

18 

24 

10 

46 

32 

24 

20 

30 

27 

30 

27 

68 

27 

68 

27 

56 

39  £ 

56 

31 

68 

33 

x 

12 

46 

16 

28 

13 

56 

48 

81 

66 

46 

24 

24 

20 

46 

27 

28 

18 

28 

14 

56 

31 

46 

35 

46 

35 

81 

40 

56 

42 

56 

26 

56 

38 

56 

41 

68 

27 

68 

27 

56 

30 

1,120 

600 

x 

30 

46 

26 

81 

56 

MAINE  CENTRAL  RAILROAD. 

Gentlemen  :  I  beg  to  acknowledge  receipt  of  circular  from  the  Interstate  Commerce 
Commission,  dated  October  20,  1887,  and  in  reply  thereto  would  say  that  there  are  points 
on  the  line  of  this  company’s  railroad  to  and  from  which  the  rates  on  interstate  freight 
traffic  made  by  this  company  in  combination  with  our  western  connection,  the  Boston 
and  Maine  Railroad,  are  greater  than  the  rates  to  and  from  more  distant  points  in  same 
direction.  The  points  so  treated  are  Riverside,  Vassalborough.  Winslow,  Waterville, 
Benton,  Clinton,  Burnham,  Unity,  Thorndike,  Knox,  Brooks,  Waldo,  Pittsfield,  Detroit, 
Newport,  East  Newport,  Pltna,  Carmel,  Hermon  Pond,  and  Hermon  Center. 

For  classified  rates  on  interstate  traffic  between  these  points  and  stations  on  Boston  and 
Maine  Railroad,  I  would  respectfully  refer  you  to  accompanying  freight  schedule  A. 

The  more  distant  points  to  which  less  rates  are  made  are ‘Belfast,  Bangor,  Bucksport, 
and  Ellsworth. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


375 


For  rates  on  interstate  traffic  between  these  points  and  Boston,  I  would  respectfully 
refer  you  to  accompanying  freight  schedule  marked  B. 

In  combination  with  our  eastern  connection,  the  New  Brunswick  Railway,  this  com¬ 
pany  has  made  rates  on  interstate  freight  traffic  between  Portland  and  Bangor,  Me.,  and 
St.  John,  St.  Stephen,  and  St.  Andrews,  New  Brunswick,  which  are  less  than  the  rates 
between  same  points  and  our  intermediate  stations,  though  the  distance  to  such  interme¬ 
diate  stations  is  less. 

For  rates  between  St.  John,  St.  Stephen,  and  St.  Andrews,  New  Brunswick,  and  Port¬ 
land  and  Bangor,  I  would  refer  you  to  accompanying  freight  schedule  marked  C,  and  for 
rates  between  these  three  New  Brunswick  points  and  our  intermediate  stations,  would 
refer  you  to  accompanying  freight  schedule  marked  D. 

The  more  distant  points  named  herein,  to  which  less  rates  are  made  than  for  shorter 
distance  in  same  direction,  are  towrns  located  upon  navigable  waters,  and  to  which  regu¬ 
larly  established  lines  of  steamboats  run,  as  .well  as  an  immense  number  of  coasting 
vessels.  The  traffic  of  these  towns,  particularly  Bangor  and  St.  John,  is  exceedingly 
large,  and  rates  are  dictated  by  the  water  lines,  who  are  not  subject  to  the  provisions  of 
the  interstate-commerce  law. 

The  rates  as  established  by  this  company  in  opposition  to  these  water  lines  are  based 
upon  the  decision  of  the  Interstate  Commerce  Commission,  published  June  16,  1887, 
“  that  competition  with  carriers  by  water  which  are  not  subject  to  the  provisions  of  the 
statute  entitles  the  carriers  to  charge  less  for  the  longer  than  for  the  shorter  haul  over 
the  same  line  in  the  same  direction,  the  shorter  being  included  in  the  longer.” 

These  rates  are  necessary  to  secure  to  us  even  a  portion  of  the  traffic ;  they  are 
restricted  to  water  competitive  points,  and  can  not  be  detrimental  to  the  business  inter¬ 
ests  of  those  points  to  which  higher  rates  are  charged,  though  the  distance  is  less,  since 
the  traffic  not  taken  by  rail  can  and  would  go  by  water. 

In  further  connection  with  this  matter,  I  would  say  that  this  competition  has  been 
limited  on  our  part  thus  far  to  freight  traffic  ;  that  the  passenger  traffic  is  such  that 
increased  train  service  and  quick  time  have  seemed  to  offset  the  difference  in  rate  of  fare ; 
and  in  explanation  of  our  entering  into  competition  with  these  water  lines  for  the  freight 
traffic  at  such  extremely  low  rates,  will  say  that  east  of  Bangor  there  are  117  miles  of 
this  company’s  railroad,  terminating  at  Vanceborough,  the  boundary  line  between  the 
United  States  and  the  Province  of  New  Brunswick  and  our  point  of  junction  with  the 
New  Brunswick  Railway,  running  east  to  St.  John  and  north  to  Aroostook  County,  the 
most  fertile  portion  of  the  State  of  Maine,  which  finds  the  chief  market  for  its  products 
in  Boston,  Mass. 

The  movement  of  empty  cars  being  from  Boston  east,  this  company  and  its  connec¬ 
tions  have  believed,  and  do  still  believe,  that,  in  connection  with  their  regular  freight 
traffic,  this  competitive  freight,  considering  its  volume,  can  be  transported  in  such  return¬ 
ing  cars  without  loss,  even  at  the  rates  forced  upon  us  by  the  water  carriers. 

For  the  information  of  your  Commission  I  have  attached  to  these  papers  a  map  of  the 
Maine  Cental  Railroad  and  connections,  showing  our  water  competing  points. 

I  have  the  honor  to  be,  yours,  very  truly, 

Payson  Tucker, 

Vice-President  and  General  Manager. 

The  Interstate  Commerce  Commission. 

Washington ,  D.  C. 


Freight  Schedule  A. — Rates  in  force  November  1,  1887,  betiveen  Boston  and  all 
stations  on  Boston  and  Maine  Railroad  and  stations  named  on  Maine  Central 
Railroad. 

[Rates  in  cents  per  100  pounds.] 


Stations. 

Class. 

Stations. 

Class. 

First. 

Second. 

J  Third. 

Fourth. 

j 

First. 

Second. 

Third. 

Fourth. 

Riverside _ _ - . 

39 

31 

244 

204 

Brooks  . 

* 

47 

39 

304 

274 

Vassalborougli _ 

40 

32 

25' 

21 

Waldo. . 

47 

39 

304 

274 

Winslow _ _ _ 

40 

32 

254 

214 

Pittsfield . . 

44 

36 

284 

26 

Water  ville . . . . 

41 

33 

26 

22 

Detroit .... 

45 

37 

294 

264 

Benton _ _ 

41 

33 

26 

22 

Newport _ 

45 

37 

294 

264 

Clinton _ 

42 

34 

264 

234 

East  Newport 

46 

38 

30' 

27* 

Burnham  _ _ _ 

44 

36 

28 

25' 

Etna . . . 

47 

39 

304 

274 

Unity _ _ _ 

44 

36 

284 

26 

Carmel 

47 

39 

304 

274 

Thorndike . . . . . 

45 

37 

294 

264 

Hermon  Pond 

48 

40 

31 

28 

Knox _ _ 

45 

37 

294 

264 

Hermon  Centre 

48 

40 

31 

28 

Freight  Schedule  B. — Rates  in  force  November  1,  1887,  between  Boston  and 
East  Boston  and  stations  named  on  Maine  Central  Railroad. 


[Rates  in  cents  per  100  pounds.] 


Stations. 

Class. 

Stations. 

Class. 

First. 

Second. 

Third. 

Fourth. 

First. 

Second. 

Third. 

Fourth. 

Belfast _ _ 

25 

20 

15 

124 

Bucksport _ 

30 

25 

20 

174 

Bangor  _ 

25 

20 

15 

124 

Ellsworth _ 

30 

25 

25 

20 

376 


DIGEST  OF  HEADINGS  ON  KAILWAY  KATES. 


Freight  Schedule  C. — Rates  in  force  November  1,  1887,  between  St.  John,  St. 
Stephen,  St.  Andrews,  N.  B.,  and  Portland  and  Bangor,  Me. 

[Rates  in  cents  per  100  pounds.] 


Stations. 

Class. 

First. 

Second. 

Third. 

Fourth. 

Portland . . . . . . . . . . . . 

30 

25 

20 

15 

Bangor . _ . . . . . 

25 

20 

15 

121 

Freight  Schedule  D. — Rates  in  force  November  1,  1887 ,  between  St.  John,  St. 
Stephen,  and  St.  Andrews,  N.  B..  and  stations  on  Maine  Central  Railroad  cast 
of  Bangor  and  Portland. 

[Rates  in  cents  per  100  pounds.] 


Class. 

First. 

Second. 

Third. 

Fourth. 

All  stations  on  main  line  between  Bangor  and  Vanceborough 

40 

30 

221 

m 

All  stations  on  main  line  between  Portland  and  Bangor  . . 

50 

40 

30 

25 

KNOX  AND  LINCOLN  RAILROAD  COMPANY.0 


Gentlemen  :  In  answer  to  your  circular  letter  of  the  20th  instant,  I  send  you  by 
this  mail  copies  of  our  tariffs.  In  addition  to  these  rates  we  make  a  special  rate  of  12£ 
cents  per  hundred  pounds  on  some  articles  in  the  grocery  line  between  Rockland  and 
Boston  only.  This  rate  we  were  obliged  to  make  to  recover  our  Rockland  freight  busi¬ 
ness,  which  had  gone  from  us  almost  entirely  since  April  5  on  account  of  the  very  low 
rates  made  by  our  water  competitors,  there  being  a  daily  line  of  steamers  between  Rock¬ 
land  and  Boston. 

There  are  no  rates  in  our  passenger  tariff  that  conflict  with  section  4. 

Respectfully, 

W.  L.  White,  Superintendent. 

Interstate  Commerce  Commission, 

Washington,  D.  C. 


MAINE  CENTRAL  RAILROAD  COMPANY. 

Portland,  Me.,  October  16,  11)06. 

Dear  Sir  :  Your  letter  of  September  9,  addressed  to  Mr.  W.  K.  Sanderson, 
general  freight  agent,  has  by  him  been  referred  to  me,  and  I  beg  leave  to  make 
the  following  reply : 

This  company  is  in  competition  at  numerous  points  with  steamboat  and  other 
vessels  plying  on  navigable  waters  between  cities  and  towns  in  the  State  of 
Maine  and  Boston,  Mass.,  and  other  points  on  the  Atlantic  seacoast.  The  rates 
to  and  from  these  water  points  are  made  by  the  water  lines,  with  whom  we  are 
in  competition.  The  rates  between  these  competitive  water  points  are  in  many 
cases  less  than  the  rates  on  similar  traffic  to  and  from  intermediate  interior 
points,  among  which  may  be  cited  Riverside,  Waterville,  Pittsfield,  Newport, 
Me.,  and  the  other  points  mentioned  in  previous  letter  written  by  the  vice- 
president  and  general  manager  of  this  company  in  response  to  the  circular  from 
the  Interstate  Commerce  Commission  dated  October  20,  1887. 

The  conditions  under  which  this  company  is  in  competition  with  water  lines 
are  substantially  the  same  as  existed  in  1887,  and  between  the  same  points 
which  are  given  in  the  following  schedules  which  are  lettered  in  a  manner 
similar  to  those  stated  in  the  previous  letter : 


a  This  property  is  now  controlled  by  the  Maine  Central.  See  response  of 
that  company  to  the  present  inquiry. 


DIGEST  OF  HEARINGS  ON  BAIL  WAY  BATES. 


377 


Freight  Schedule  A. — Rates  in  force  October  1,  1905 ,  between  Boston,  Mass 
and  the  following  interior  stations  on  the  Maine  Central  Railroad  inter¬ 
mediate  to  stations  named  in  Freight  Schedule  B. 

[Rate  in  cents  per  100  pounds.] 


1. 

2. 

3. 

4. 

1. 

2. 

3. 

4. 

Riverside  . . _ . _ 

39 

31 

24* 

20* 

Brooks . . . 

47 

39 

30.1 

27* 

Vassal  boro . . _ 

40 

32 

25 

21 

Waldo  .  _  . . . . 

47 

39 

30* 

27* 

Winslow . . . 

40 

32 

25* 

21* 

Pittsfield _ _ . _ 

44 

36 

28* 

26 

Waterville . .  . . 

41 

33 

26 

22 

Detroit . . . . 

45 

37 

29* 

26* 

Benton .  . 

41 

33 

26 

22 

East  Newport _ _ _ 

46 

38 

30 

27 

Clinton _  _  _ 

42 

34 

26} 

23.} 

Etna . . . 

47 

39 

30* 

27* 

Burnham  . .  _  _ 

44 

36 

28' 

25 

Carmel _ 

47 

39 

301 

27* 

Unity  .  . . . . - . 

44 

36 

28* 

26 

Hermon  Pond _ _ 

48 

40 

31* 

28 

Knox _ _ _ 

45 

37 

29* 

26* 

Hermon  Center _ _ 

48 

40 

31 

28 

The  foregoing  rates  are  the  same  as  those  which  were  in  effect  in  1887,  and 
are  governed  by  the  Maine  Central  classification. 


Freight  Schedule  B. — Rates  in  force  October  1,  1905,  betioeen  Boston,  Mass., 
and  the  following  competitive  ivater  points  on  the  Maine  Central  Railroad. 

[Rate  in  cents  per  100  pounds.] 


The  foregoing  rates  are  governed  by  the  “  coastwise  ”  classification,  and 
are,  in  part,  increases  over  those  in  effect  in  18S7.  They  are  the  same  rates  as- 
those  published  by  the  Eastern  Steamship  Company,  with  whom  we  are  in 
competition  between  the  points  named. 

Freight  Schedule  C. — Rates  in  force  October  1,  1905,  between  St.  John,  St.. 
Stephens,  St.  Andrews,  New  Brunswick,  and  Portland  and  Bangor,  Me. 

[Rate  in  cents  per  100  pounds.] 


1. 

2. 

3. 

4. 

5. 

6. 

Portland . . . . . . 

Bangor  . . . _  _  _ . . . . . . . 

40 

30 

30 

22* 

25 

18} 

20 

15 

15 

12* 

12* 

11 

The  foregoing  rates  are  governed  by  the  “  coastwise  ”  classification,  and 
are,  in  part,  increases  over  those  in  effect  in  1887.  They  are  the  same  rates 
as  those  published  by  the  Eastern  Steamship  Company,  with  whom  we  are  in 
competition  between  the  points  named. 

Freight  Schedule  D. — Rates  in  force  October  1,  1905,  between  St.  John,  St. 
Stephens,  and  St.  Andrews,  New  Brunswick,  and  stations  on  the  Maine 
Central  Railroad  east  of  Bangor  and  Portland,  Me. 


[Rate  in  cents  per  100  pounds.] 


1. 

2. 

3. 

4. 

Between  Portland  and  Bangor . . . . . . 

50 

40 

30 

25 

Between  Bangor  and  Vanceboro . 

40 

30 

22} 

17* 

378 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  foregoing  rates  are  governed  by  the  Maine  Central  classification,  and 
are  the  same  as  those  which  were  in  effect  in  IS8T. 

Since  1887  the  Washington  County  railroad  has  been  constructed  and  put 
into  operation,  it  having  been  opened  for  traffic  in  1899.  This  road  extends 
from  Eastport  and  Calais,  Me.,  both  water  points,  on  the  east,  to  Washington 
Junction,  Me.,  on  the  west,  where  it  makes  connection  with  the  Maine  Central 
Railroad. 

The  published  rail  rates  in  which  this  company  is  interested,  between  East- 
port  and  Calais,  Me.,  on  the  one  hand,  and  Boston,  Mass.,  on  the  other,  are 
the  same  as  those  published  by  the  Eastern  Steamship  Company  and  Frontier 
Steamship  Company,  with  whom  we  are  in  competition,  and  these  rates  are  less 
than  the  intermediate  interior  rates  between  Eastport  and  Calais,  Me.,  and 
Lawrence  and  Haverhill,  Mass.,  which  are  intermediate  interior  points  east  of 
Boston. 

Since  1887  the  Knox  and  Lincoln  Railway  has  been  merged  with  the  Maine 
Central  Railroad  Company  and  its  identity  as  a  separate  corporation  has  ceased, 
but  the  conditions  under  which  water  competition  exists  between  Rockland, 
Me.,  and  Boston,  Mass.,  have  not  changed,  and  the  rates  between  those  points, 
which  are  in  effect  by  the  Eastern  Steamship  Company,  with  whom  we  are  in 
competition,  are  adopted  by  this  company  in  order  that  the  rail  line  may  par¬ 
ticipate  in  the  traffic. 

The  class  rates  between  New  York,  N.  Y.,  and  Bangor,  Me.,  both  water  points, 
via  Metropolitan  Steamship  Company,  Boston,  Mass.,  Boston  and  Maine  Rail¬ 
road,  Portland,  Me.,  and  Maine  Central  Railroad  to  Bangor,  Me.,  are  as  follows  • 


1. 

2. 

3. 

4. 

5. 

6. 

45 

40 

35 

30 

22 

19 

While  between  New  York,  N.  Y.,  and  Newport,  Me.,  an  intermediate  interior 
point,  via  same  route,  the  rates  are  as  follows : 


1. 

2. 

3. 

4. 

5. 

6. 

56 

46 

36 

29 

23 

19 

These  rates  to  and  from  New  York  are  governed  by  the  “  official  ”  classifica¬ 
tion,  and  it  will  be  noted  that  some  of  the  intermediate  interior  rates  are 
greater  than  those  to  and  from  Bangor,  Me.,  where  we  have  water  competition. 

While  there  have  been  no  advances  in  these  rates  to  and  from  the  interior 
points  named  on  this  company’s  line,  the  competitive  rates  between  water 
points  have  generally  been  advanced.  This  advance  in  rates  between  water 
points  I  ascribe  to  the  increased  cost  of  transportation  by  water  lines,  and  they 
have  been  made  effective  on  various  dates  during  the  past  five  years. 

As  regards  passenger  traffic,  all  local  rates  on  the  Maine  Central  Railroad 
in  the  State  of  Maine  were  reduced  in  1900,  and  this  has  resulted  in  corre¬ 
sponding  reductions  in  through  rates  on  interstate  passenger  traffic  between 
nearly  all  State  of  Maine  points  on  this  company’s  line  and  Boston,  Mass.,  and 
other  points  outside  of  this  State.  As  illustrations  of  these  reductions,  I  beg 
to  give  you  the  following  typical  instances: 

The  first-class  limited  rate  between  Boston,  Mass.,  and  Waterville,  Me.,  at 
present  is  $4.55.  In  1887  this  rate  was  $4.75. 

The  first-class  limited  rate  between  Boston,  Mass.,  and  Newport,  Me.,  at  pres¬ 
ent  is  $5.40.  In  1887  this  rate  was  $5.70. 

The  first-class  limited  rate  between  Boston,  Mass.,  and  Pittsfield,  Me.,  at  pres¬ 
ent  is  $5.15.  In  1887  this  rate  was  $5.50. 

On  the  other  hand,  some  of  our  passenger  rates  on  interstate  traffic  between 
water  points  have  been  advanced.  For  illustration,  the  first-class  limited  rate 
between  Boston,  Mass.,  and  Rockland,  Me.,  at  present  is  $4,  while  in  1887  it 
was  $3.50.  This  increase  has  been  made  to  make  our  rates  uniform  with 
those  of  the  Eastern  Steamship  Company,  with  whom  we  are  in  competition. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


379 


We  have  no  interstate  or  local  passenger  rates  where  the  longer  haul  in 
the  same  direction  is  less  than  any  intermediate  haul. 

Respectfully,  yours, 

George  F.  Evans, 

•  Vice- President  and  General  Manager. 

lion.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

United  States  Senate,  Washington,  D.  C. 


MICHIGAN  CENTRAL  RAILROAD  COMPANY. 


Dear  Sir  :  In  reply  to  your  circular  of  October  28,  I  would  state  that  there  is  certain 
traffic  carried  by  this  company,  both  on  its  own  line  and  in  connection  with  other  rail¬ 
road  companies,  where  a  higher  rate  is  charged  for  a  lesser  distance  included  within  a 
longer  one. 

(1)  Traffic  to  and  from  Buffalo.  N.  Y.,  and  Goshen,  Ind.,  carried  by  the  Michigan  Cen¬ 
tral  and  Cincinnati,  Wabash  and  Michigan,  via  Niles.  The  direct  line  from  Buffalo  to 
Goshen  is  via  the  Lake  Shore  and  Michigan  Southern,  distance  420  miles.  Its  rates 

are — 


Class  : 

First  _  39 

Second  _  30 

Third  _  20 

Fourth  _  18 

Fifth  _  10 

Sixth  _  13 


In  connection  with  the  Cincinnati.  Wabash  and  Michigan  we  quote  the  same  rates  as 
the  Lake  Shore  and  Michigan  Southern,  while  our  rates  to  and  from  Niles  to  and  from 
Buffalo  are — 


Class  : 

First  _ 41 

Second  _ 36* 

Third  _ 26* 

Fourth  _ 19 

Fifth  _ 17 

Sixth  _ 14 


our  distance  being  428  miles,  Niles  to  Buffalo  ;  and  458  miles,  Goshen  to  Buffalo. 

(2)  In  connection  with  the  Louisville,  New  Albany  and  Chicago  Railway,  we  make 
the  rates  from  Indianapolis  to  common  eastern  points  93  per  cent  of  the  Chicago  rate, 
which  is  the  established  tariff,  which  traffic  passes  through  Michigan  City,  from  which 
latter  point  the  rates  are  the  same  as  from  Chicago. 

(3)  From  Toledo,  Ohio,  to  Owosso.  Mich.,  our  rates  are  the  same  as  those  made  by  the 
Toledo,  Ann  Arbor  and  Northern  Michigan  Railway-,  viz  : 


Class  : 

First  _ 16* 

Second  _ 15 

Third  _ 12 

Fourth  _  9J 

Fifth  _  8 

Sixth  _  6* 


their  distance  being  110  miles,  our  distance  201  miles,  while  our  rates  to  intermediate 
points  are  higher  than  to  Owosso  ;  for  example,  Toledo,  Ohio,  to  Mason,  Mich.,  distance 
160  miles — 


Class  : 

First  _ 21* 

Second  _ 19 

Third  _ 15 

Fourth  _ 13 

Fifth  _ 11 

t  Sixth  _  9 

(4)  From  Detroit  and  Toledo  to  Missouri  River  points — Kansas  City,  Atchison,  Leav¬ 
enworth,  Saint  Joseph,  Omaha,  and  Council  Bluffs — the  rates  are — 

Class  : 

First  - 110 

Second _  90 

Third _ 65 

Fourth _  48 

Fifth  _  38 

A -  40 

B  - 37 

C  -  28 

D  - -  25 

E  - 21 


made  the  same  as  the  published  tariff  of  the  Wabash,  Saint  Louis  and  Pacific  Railway, 
while  from  stations  west  of  Detroit  the  rates  are  somewhat  higher.  As  different  class!- 


880 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


locations  govern  east  and  west  of  Chicago,  it  is  difficult  to  give  the  exact  through  rates ; 
but  from  Dearborn,  for  example,  our  rates  to  Chicago  would  be — 


Class  : 

First  _ 33 

Second  _ : - - - 30 

Third _ 23 

Fourth  _ . _ 15 

Fifth  _ / _ 13 

Sixth  _  9 


to  which  would  be  added  the  published  rates  of  the  lines  west  of  Chicago — 


Class  : 

First  . 
Second 
Third 
Fourth 

A  _ 

B  _ 

C  _ 

D  _ 

E  _ 


90 

75 

50 

35 


321 
29  1 
23 
20 
16 


governed  by  the  western  classification.  The  roads  west  of  Chicago  decline  to  prorate 
on  this  traffic ;  therefore  our  through  rates  are  quoted  to  Chicago,  plus  the  published 
tariff  thence  to  destination.  In  all  the  above  cases  illustrated  this  company  has  been 
governed  by  what  it  believed  to  be  the  views  of  the  Commission,  as  stated  in  the  case  of 
the  Louisville  and  Nashville  Railroad,  where  the  Commission  refers  to  the  rates  quoted 
by  the  Pittsburgh  and  Lake  Erie  from  Pittsburgh,  in  competition  with  the  Pennsylvania 
Railroad. 

(5)  From  Toledo,  Ohio,  and  Chicago,  111.,  to  Mackinaw  City  and  Cheboygan,  Mich., 
this  company  was  forced,  on  account  of  water  competition,  to  make  lower  rates  than 
obtain  to  intermediate  points  ;  for  example,  Chicago  to  Mackinaw  City — 


Class  : 

First  _ 55 

Second  _ 45 

Third  _ 35 

Fourth  _ 25 

Fifth  _ 20 

Sixth  _ 19 


distance  391  miles,  while  to  Mullet  Lake,  distance  369  miles,  the  rates  are 
Class  : 

First  _ 

Second  _ 

Third _ 

Fourth  _ 

Fifth  _ _ _ 

Sixth  _ 

Similarly,  Toledo  to  Mackinaw  City,  distance,  347  miles — 

Class  : 

First  _ 

Second  _ 

Third  _ 

Fourth _ 

Fifth  _ 

Sixth  _ 

Toledo  to  Mullet  Lake,  distance,  325  miles — 

Class  : 

First  _ . _ 

Second  _ 

Third  _ 

Fourth  _ 

Fifth  _ 

Sixth  _ 


62 

52 

42 

311 

241 

221 


50 

40 

30 

24 

20 

17 


50 

471 

40 

34 

29 

24 


It  is  believed  by  this  company  that  the  combating  circumstance  of  water  competition 
justifies  the  charging  of  the  higher  rate  for  the  lesser  distance. 

Yours,  truly,  « 

H.  B.  Ledyard, 

President. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


MICHIGAN  CENTRAL  RAILROAD  COMPANY. 

Chicago,  III.,  October  17.  1005. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

•  Washington,  D.  C. 

Dear  Sir:  Referring  to  your  favor  of  the  9th  ultimo,  inclosing  copy  of  letter 
written  by  former  President  H.  B.  Ledyard  to  the  Interstate  Commerce  Com 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


381 


mission,  we  have  gone  over  this  matter  carefully  and  wish  to  advise  that  the 
conditions  to-day  are  not  entirely  the  same  as  when  the  letter  in  question  was 
written. 

In  regard  to  section  1  the  same  conditions  exist  to-day  as  at  that  time,  with 
the  exception  that  the  rates  vary.  The  rates  were  changed  in  1896,  at  the  time 
rates  to  Central  Freight  Association  territory  generally  were  revised. 

The  situation  as  mentioned  in  section  2  is  the  same  to-day  as  it  was  at  the 
time  referred  to. 

The  conditions  as  presented  in  section  3  do  not  exist  to-day,  as  our  rates  from 
Toledo  to  Owosso  are  in  no  case  exceeded  to  intermediate  points  on  the  Michigan 
Central  Railway.  This  condition  was  changed,  I  assume,  in  1896,  when  at  the 
general  revision  of  rates  throughout  the  territory  it  was  deemed  advisable  that 
our  intermediate  territory  in  this  instance  should  be  on  no  higher  basis  than 
Ihe  rates  to  Owosso. 

The  situation  as  covered  by  section  4  does  not  exist  to-day,  there  being  no 
through  .ioint  rates  from  Central  Freight  Association  territory  to  Missouri 
River  points,  the  rates  being  made  upon  the  lowest  combination  of  locals. 

The  Wabash  Railway  being  a  through  line  from  Detroit  to  the  Missouri 
River,  I  suppose  that  they  would  be  able  to  advise  you  more  definitely  as  to 
just  what  date  the  rates  were  withdrawn.  At  the  present  time  all  through 
rates*  from  the  territory  in  question  are  made  on  the  lowest  combination  of  locals. 
The  same  condition  applies  from  all  points  west  of  Detroit  on  the  line  of  the 
Michigan  Central,  and  in  no  case  do  we  charge  a  higher  rate  from  any  of  these 
points  to  the  Missouri  River  than  we  do  from  Detroit.  I  regret  that  I  am  un¬ 
able  to  give  you  the  exact  date  of  the  withdrawal  of  the  through  rates,  but  I 
believe  that  the  above  contains  the  information  which  you  desire. 

The  conditions  as  outlined  in  section  5  do  not  exist  to-day.  Our  rates  from 
Detroit,  Toledo,  Chicago,  etc.,  to  Mackinaw  City  and  Cheboygan  differ  in  no 
respect  from  the  rates  applied  to  Mullet  Lake,  and  in  fact  there  are  no  rates  in 
effect  on  our  Mackinaw  division  that  are  higher  than  the  rates  to  Mackinaw 
City  proper. 

I  give  you  below  a  few  instances  where  the  long  and  short  haul  clause  of 
the  interstate-commerce  act  is  not  observed : 

First.  The  most  direct  line  from  Buffalo,  N.  Y.,  to  Goshen,  Ind.,  is  the  Lake 
Shore  and  Michigan  Southern  Railway.  Their  rates  are  43,  36-2,  274,  19,  163, 
133-  The  Michigan  Central,  in  connection  with  the  Big  Four,  names  and  pub^ 
lishes  the  same  rates  to  Goshen  as  the  Lake  Shore,  while  the  rates  to  Niles,  the 
point  at  which  delivery  is  made  to  the  Big  Four,  are  44,  373,  283,  193,  17,  14. 

Second.  The  direct  line  from  Buffalo,  N.  Y.,  to  Fort  Wayne,  Ind.,  is  the 
Wabash  Railroad,  whose  rates  are  41,  35,  26,  18,  15,  12.  The  Michigan  Central, 
in  conjunction  with  the  Grand  Rapids  and  Indiana  Railway,  operating  via 
Kalamazoo,  Mich.,  carries  these  same  rates,  while  the  rates  from  Buffalo  to 
Kalamazoo,  over  the  rails  of  the  Michigan  Central,  are  44,  373,  283*  193,  17,  14. 

Third.  The  direct  route  from  Buffalo  to  Wabash,  Ind.,  is  also  the  Wabash, 
whose  rates  are  43,  363,  273,  19,  163,  133*  The  Michigan  Central  and  the  Big 
Four  name  the  same  rates  as  does  the  Wabash,  while  the  rates  to  Niles,  the 
junction  point  with  the  Big  Four,  are  44,  373,  283,  193,  17,  14. 

Fourth.  From  Chicago  to  Grand  Rapids  probably  the  most  direct  route  is  the 
Pere  Marquette.  Very  nearly  as  direct  a  line  is  the  Michigan  Central  and 
the  Grand  Rapids  and  Indiana  via  Kalamazoo.  The  rates  via  both  of  these 
routes  are  33,  283,  22,  15,  12,  93.  The  Michigan  Central  carries  these  rates  to 
Grand  Rapids  direct  over  its  own  rails  via  Jackson  and  Hastings,  and  while  the 
rates  carried  by  us  to  Jackson  are  no  higher  than  to  Grand  Rapids,  yet  the 
rates  to  Hastings  are  36,  31,  23,  16,  13,  10. 

Fifth.  The  rates  from  Detroit  to  Laotto  via  the  direct  lines  are  273,  24,  20,  13, 
10,  8'3.  The  Michigan  Central,  in  connection  with  the  Yandalia  Railroad  via 
South  Bend,  carries  these  same  rates,  whereas  the  rates  to  South  Bend  are  30, 
26,20,133,11,9. 

Sixth.  The  most  direct  line  from  Detroit  to  East  St.  Louis  is  the  Wabash  Rail¬ 
road,  whose  rates  are  45,  39,  30,  21, 18, 14.  There  are  other  lines  almost  as  direct, 
but  the  Michigan  Central,  in  connection  with  the  Chicago,  Burlington  and 
Quincy,  via  Chicago,  forms  a  route  that  is  by  no  means  as  direct,  and  yet  via 
which  the  same  rates  are  carried,  while  to  Quincy,  Ill.,  a  point  through  which 
the  Chicago,  Burlington  and  Quincy  work  in  reaching  East  St.  Louis,  the  rates 
are  50,  45,  35,  25,  21,  173* 

Seventh.  The  rates  established  by  the  direct  line  from  Detroit  to  Indianap¬ 
olis  are  37,  32,  233,  16,  13,  10.  The  Michigan  Central,  in  connection  with  the 


382 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Cincinnati,  Hamilton  and  Dayton,  makes  these  same  rates  through  Hamilton, 
Ohio,  a  point  to  which  the  rates  are  38*,  33,  24*.  16*.  14,  11. 

Eighth.  The  rates  made  via  the  short  line,  Detroit  to  Peoria,  are  43,  36i, 
27£,  19,  16,  13.  The  Michigan  Central,  in  conjunction  with  the  Chicago  and 
Northwestern,  while  carrying  these  same  rates  to  Peoria,  make  te  Nelson,  a 
point  through  which  the  Chicago  and  Northwestern  passes  in  reaching  Peoria, 
the  following  rates,  50,  45,  35,  21,  17£. 

Ninth.  The  rates  by  the  short  line,  Detroit  to  Sandusky,  are  24,  22,  19,  12*, 
9,  7,  while  the  rates  via  the  Michigan  Central,  Fostoria,  Ohio,  and  Chicago 
Junction,  and  the  Baltimore  and  Ohio  Railroad  are  the  same.  To  Chicago 
Junction  and  intermediate  points  the  rates  are  28*,  25,  20,  13*,  10£,  8£. 

Tenth.  The  short  route,  Detroit  to  Cincinnati,  is  the  Michigan  Central  and 
the  Cincinnati,  Hamilton  and  Dayton.  The  rates  are  40,  35,  25,  17,  14£,  11^. 
We  also  carry  these  same  rates  in  connection  with  the  Hocking  Valley  via 
Columbus,  Norfolk  and  Western,  and  Portsmouth,  the  rates  to  Portsmouth 
being  43,  36£,  271,  19,  161,  131. 

Eleventh.  On  traffic  handled  from  Milwaukee,  Wis.,  handled  via  the  Good¬ 
rich  Line,  delivered  to  the  Ann  Arbor  Railroad  at  Frankfort  and  by  them 
delivered  to  the  Michigan  Central,  the  through  rate  is  on  basis  of  100  per 
cent,  but  it  would  pass  through  territory  on  the  Ann  Arbor  road  taking  112 
per  cent.  The  Michigan  Central  is  only  interested  by  being  a  connecting 
carrier. 

Taking  into  consideration  the  many  points  reached  by  water  and  the  neces¬ 
sity  of  the  long  routes  meeting  the  short-line  rates  and  the  principle  of  non- 
observance  of  the  long  and  short  haul  clause  of  the  interstate  commerce  act 
under  such  conditions  as  are  brought  about  through  the  necessity  of  meeting 
the  water-route  and  short-line  rates,  a  portion  of  which  are  explained  in  the 
above  illustrations,  is  recognized  to  such  an  extent  as  to  need  no  further 
presentation  of  arguments  in  its  defense,  as  conditions  which  make  the  meet¬ 
ing  of  such  rates  necessary  are  fully  understood  and  have  been  given  to  the 
Commission  a  number  of  times. 

I  trust  that  the  above  information  will  answer  your  needs,  and,  regretting 
very  much  that  absence  from  the  city  and  the  checking  up  and  preparing  this 
information  delayed  an  earlier  reply, 

I  am,  yours,  respectfully,  G.  J.  Grammes, 

Vice-President . 


NEW  YORK,  PHILADELPHIA  AND  NORFOLK  RAILROAD  COMPANY. 

Dear  Sir  :  Your  circular  of  the  20th  received  and  contents  carefully  noted.  In  reply 
thereto  I  would  state  that  the  rates  to  and  from  all  points  on  our  rail  line,  i.  e.,  from 
Delmar  to  Cape  Charles  and  the  Crisfield  branch,  inclusive,  are  the  same,  but  owing  to 
water  competition  the  rates  to  and  from  points  reached  by  our  ferry  service  (Old  Point 
Comfort,  Norfolk,  and  Portsmouth)  are  in  ipany  instances  less  than  the  rates  to  and  from 
the  rail  points.  ✓ 

As  the  rates  to  and  from  points  touched  by  our  ferry  are  the  only  ones  which  are  less 
for  the  long  than  for  the  short  haul,  and  such  rates  having  been  sent  you,  I  thought  it 
would  not  be  necessary  for  me  to  make  any  comparison. 

I  trust  this  will  be  a  satisfactory  answer  to  your  circular. 

Yours,  truly,  *  R.  B.  Cooke, 

General  Passenger  and  Freight  Agent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission.  Washington,  D.  C. 


NEW  YORK,  PHILADELPHIA  AND  NORFOLK  RAILROAD  COMPANY. 

Norfolk,  Va.,  November  8,  1905. 

Dear  Sir  :  Answering  your  favor  of  November  2 : 

Present  conditions  on  our  road  are  substantially  as  set  forth  in  our  letter  to 
Mr.  C.  C.  McCain  auditor  Interstate  Commerce  Commission,  referred  to  in 
your  letter,  conforming  to  the  long  and  short  haul  clause  except  where  direct 
water  competition  exists  and  where  the  rates  are  made  by  the  water  carriers. 
The  rates  from  New  York,  Philadelphia  and  Norfolk  local  stations,  notwith¬ 
standing  absence  of  competition,  have  been  materially  reduced,  specially  in  the 
largest  product  marketed  by  our  people,  potatoes ;  the  reduction  having  been, 
from  time  to  time,  from  60  cents  to  30  cents  per  barrel  to  New  York,  and  like 
reductions  to  other  points. 

Yours,  truly,  R.  B.  Cooke, 

Traffic  Manager. 

Hon.  S.  B.  Elkins, 

United  States  Senate,  Washington ,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 
/ 


383 


WESTERN  AND  ATLANTIC  RAILROAD  COMPANY." 

Dear  Sir  :  Your  circular  letter  of  October  20,  which  was  addressed  to  the  president 
of  this  company,  has  been  referred  by  him  to  me  for  reply. 

I  will  state  to  you  that  there  are  no  points  upon  this  road  to  and  from  which  inter¬ 
state  rates  for  passengers  or  freight  are  made  by  our  road  which  are  greater  than  the 
rates  to  and  from  a  more  distant  point  in  the  same  direction  over  the  same  line. 

♦  Some  months  ago  we  issued  a  circular  to  all  our  connections  notifying  them  that  we 
would  not  participate  in  the  protection  of  contract  rates  which  they  made  to  our  local 
points. 

The  company  operating  this  road  does  not  control  any  other  road  by  lease,  purchase, 
or  otherwise. 

Concerning  rates  which  are  made  by  other  railroad  companies,  I  will  state  that  we 
have  only  consented  to  be  parties  to  through  rates  on  south-bound  business  which  is 
destined  to  Dalton  and  Atlanta  upon  this  line,  and  that  the  rates  thus  made  by  combi¬ 
nation  to  Dalton  are  no  higher  than  they  are  to  Atlanta,  and  that  north  bound  we  have 
only  authorized  the  issuing  of  joint  rates  to  Dalton  and  Chattanooga,  and  that  the 
through  rates  from  southern  and  eastern  points  to  Chattanooga  are  no  less  than  they  are 
to  Dalton. 

We  only  consented  to  continue  to  participate  in  joint  rates  to  Dalton  and  Atlanta, 
south  bound,  and  to  Dalton  and  Chattanooga,  north  bound,  which  points  are,  respectively, 
on  our  line,  because  they  are  also  points  reached  by  other  lines,  which,  had  we  refused 
to  work  joint  rates,  would  have  received  the  business  and  we  would  have  been  forced 
out  of  the  market ;  and  as  we  did  not  and  do  not  now  consider  that  the  Interstate  Com¬ 
mission  was  established  for  the  purpose  of  preventing  competition,  but,  on  the  contrary,, 
of  fostering  it,  we  have  agreed  to  work  rates  to  the  points  I  have  named  in  combination 
with  other  lines. 

Yours,  very  truly,  Jos.  W.  Brown, 

General  Freight  and  Passenger  Agent. 

Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


NASHVILLE,  CHATTANOOGA  AND  ST.  LOUIS  RAILWAY. 

Nashville,  Tenn.,  September  30,  1905. 

Dear  Sir  :  With  further  reference  to  mine  of  September  15,  acknowledging 
receipt  of  yours  September  12  : 

I  am  pleased  to  advise  you  that  the  Western  and  Atlantic  Railroad  was 
leased  to  the  Nashville,  Chattanooga  and  St.  Louis  Railway  for  a  term  of  years, 
beginning  on  December  27,  1890,  since  which  time  there  has  been  no  material 
change  with  respect  to  the  principle  upon  which  rates  are  adjusted  between 
points  located  upon  the  rails  of  the  Western  and  Atlantic  Railroad,  the  present 
ndjustment  closely  according  with  the  advice  given  Auditor  McCain  by  former 
General  Freight  and  Passenger  Agent  Brown,  in  reply  to  Mr.  McCain’s  letter 
of  October  20,  1887. 

Respecting  the  adjustment  of  rates  upon  freight  traffic  from  local  stations  on 
the  Western  and  Atlantic  Railroad  to  points  of  destination  located  beyond  its 
rails,  it  is  the  present  practice  to  apply  lowest  combination,  using  rates  from 
said  local  stations  to  the  junction  or  common  points  in  connection  with  the  rates 
of  other  lines  from  the  junction  points  to  destination,  except  that  with  regard 
to  rates  on  articles  such  as  leather,  lumber,  marble,  cotton-seed  products,  etc., 
produced  at  local  points  on  the  Western  and  Atlantic  Railroad  and  marketed  at 
points  beyond  its  rails  in  competition  with  the  same  commodities  produced  else¬ 
where,  a  fair  relative  adjustment  prevails  (less  than  combination  of  rates  to 
and  from  junctions),  which  has  been  found  necessary  to  enable  such  commodi¬ 
ties  to  successfully  meet  competition  of  like  articles  produced  at  other  points. 

The  rates  from  points  beyond  the  rails  of  the  Western  and  Atlantic  Railroad 
on  freight  traffic  destined  to  local  points  on  that  line  have  been  made  since  Decem¬ 
ber  27, 1890,  on  basis  of  lowest  combination,  i.  e.,  the  rates  from  point  of  origin  to 
such  junction  points  as  Chattanooga,  Tenn.,  and  Rome,  Dalton,  Cartersville,  Mari¬ 
etta,  and  Atlanta,  Ga.,  adding  thereto  the  rates  from  said  junctions  to  the  given 
local  station,  the  lowest  combination  establishing  the  through  rate. 

Perhaps  I  should  mention  here  that  on  December  31,  1896,  the  Nashville, 
Chattanooga  and  St.  Louis  Railway  acquired  by  purchase  the  property  of  the 
Rome  Railroad  of  Georgia,  and  since  that  date  the  local  scale  of  the  Western 
and  Atlantic  Railroad  has  applied  between  all  stations  on  the  Rome  Railroad  of 
Georgia  and  stations  on  the  Western  and  Atlantic  Railroad.  This,  however,  is 
not  material  to  the  general  basis,  and  I  merely  mention  it  as  one  of  the  changes 
in  conditions  since  1887. 

The  freight  rates  between  points  beyond  the  rails  of  the  Western  and  Atlantic 


“This  property  is  now  controlled  by  the  Nashville,  Chattanooga  and  St. 
Louis.  See  response  of  that  company  to  the  present  inquiry. 


384 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Railroad  and  local  points  on  that  line,  with  the  exception  which  I  have  men¬ 
tioned  regarding  outbound  traffic  subject  to  competition  between  market  and 
market,  are  higher  than  the  rates  governing  to  and  from  the  common  or  junction 
point  beyond,  it  will  be  observed.  The  system  of  combination  rates  governing 
to  and  from  our  local  stations,  accords  the  local  point  the  advantage  of  the  com¬ 
petitive  commodity  rate  to  and  from  the  common  or  junction  point  to  which 
the  local  rate  of  the  Western  and  Atlantic  Railroad  is  added  to  form  the 
through  rate  to  or  from  the  local  station  on  that  line. 

The  through  rates  between  competitive  points  beyond  the  rails  of  the  Western 
and  Atlantic  Railroad  and  common  or  junction  points  upon  that  line,  viz, 
Chattanooga,  Tenn.,  and  Dalton,  Rome,  Cartersville,  Marietta,  and  Atlanta,  Ga., 
are  such  as  are  required  by  competitive  conditions.  They  are  not  absolutely 
controlled  by  the  Western  and  Atlantic  Railroad,  which  line  must,  under  the  cir¬ 
cumstances,  cooperate  with  its  connections  in  meeting  rates  established  by  com¬ 
peting  lines,  or  stand  deprived  of  the  privilege  of  participating  in  the  move¬ 
ment  of  the  traffic.  The  rates  to  Dalton,  Rome,  Cartersville,  and  Atlanta  from 
competitive  points  west  of  Chattanooga  are  not  lower  than  to  Chattanooga  nor 
higher  than  to  Atlanta.  It  is  also  true  that  the  rates  from  Atlanta,  Cartersville, 
Rome,  and  Dalton  to  western  competitive  points  reached  through  Chattanooga 
are  not  lower  than  from  Chattanooga  nor  higher  than  from  Atlanta.  The  same 
statement  is  generally  true  with  regard  to  rates  between  Dalton,  Rome,  and 
Cartersville  on  the  one  hand  and  competitive  or  junction  points  reached  through 
Atlanta.  These  are  not  lower  than  the  rates  to  and  from  Atlanta  nor  higher 
than  the  rates  to  and  from  Chattanooga  as  a  general  rule,  the  exception  being  that 
rates  between  the  east  and  Dalfon,  Rome,  and  Cartersville,  Ga.,  via  the  eastern 
gateways  and  all  rail  (being  certain  fixed  differentials  higher  than  the  rates  via 
rail  and  water)  result  in  correspondingly  higher  figures  between  the  east  and 
points  just  named  than  apply  between  the  east  and  Chattanooga  Tenn.,  to  which 
latter  point  the  all-rail  rates  are  not  higher  than  the  rates  in  effect  via  rail  and 
water,  the  condition  which  existed  at  the  date  of  Mr.  Brown’s  letter  to  Mr. 
McCain  in  1887. 

Respecting  your  request  for  typical  instances  in  which  greater  charge  is 
made  for  transportation  to  intermediate  points  than  to  the  more  distant  point 
over  the  same  line  and  in  the  same  direction,  I  will  state  that  to  meet  competitive 
conditions  existing  at  point  of  destination  the  rates  from  Chattanooga,  Tenn., 
to  Savannah,  Ga.,  Charleston,  S.  C.,  and  Jacksonville,  Fla.,  on  some  classes  of 
traffic,  such  as  furniture,  stoves,  and  bar,  band,  toiler,  plate,  and  hoop  iron,  etc., 
are  lower  than  the  rates  from  Chattanooga  to  Macon  or  Augusta,  Ga.,  or  to  inter¬ 
mediate  stations  between  Savannah,  Charleston,  or  Jacksonville,  and  Macon  or 
Augusta.  This  modification  of  what  would  otherwise  be  the  adjustment  to 
Savannah,  Charleston,  and  Jacksonville  is  recognized  as  a  necessity,  in  order 
to  permit  commodities  moving  from  Chattanooga  to  successfully  meet  com¬ 
petition  of  like  articles  produced  at  other  points. 

The  Western  and  Atlantic  Railroad  participates  in  through  rates  from 
Ohio  and  Mississippi  river  crossings,  St.  Louis,  etc.,  to  the  South  Atlantic 
ports,  viz,  Charleston,  S.  C.,  Port  Royal,  S.  C.,  Beaufort,  S.  C.,  Savannah,  Ga., 
Brunswick,  Ga.,  and  Jacksonville,  Fla.,  which  are  lower  than  the  rates  from 
the  same  points  to  intermediate  common  points,  such  as  Macon  or  Augusta, 
for  the  reasons  stated  in  the  previous  paragraph.  We  have  found  various  lines 
of  traffic  affected  by  this  condition,  some  of  which  I  will  mention,  viz,  agri¬ 
cultural  implements,  ale  and  beer,  fruit  jars  and  jelly  -  glasses,  sheet  lead, 
pickles,  starch,  stoves,  farm  wagons,  etc. 

I  am,  as  you  will  suppose,  most  familiar  with  the  adjustment  governing 
rates  between  the  West  and  the  Southeast.  I  believe  I  can  best  conclude  my 
observations  upon  the  last  inquiry  contained  in  your  letter  by  stating  that  the 
rates  from  Ohio  and  Mississippi  river  crossings  and  other  points  bearing 
necessary  competitive  relation  thereto,  to  local  southeastern  points  and  destina¬ 
tion  are  generally  constructed  upon  the  basis  of  combination,  taking  the  rates 
from  points  of  origin  to  the  large  southeastern  cities  such  as  Chattanooga, 
Dalton,  Rome,  Atlanta,  Macon,  Augusta,  Columbus,  Savannah,  Jacksonville, 
Charleston,  etc.,  adding  to  these  the  rates  of  the  delivering  carrier  or  carriers 
from  said  large  cities  or  competitive  points  to  final  destination,  the  lowest  total 
so  arrived  at  being  the  correct  through  rate.  The  result  of  this  method  is 
to  fix  lower  rates  to  the  more  distant  competitive  point  than  to  the  intermediate 
local  station,  the  difference  varying  with  the  force  of  the  competition  at  the 
more  distant  competitive  point.  Therefore,  the  rates  from  St.  Louis,  Ohio 
River  crossings,  Memphis,  etc.,  to  stations  on  the  Central  of  Georgia  Railway 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


385 


between  Savannah  and  Macon  are  higher  than  the  rates  to  Savannah ;  the 
rates  from  the  same  points  to  stations  on  the  Southern  Railway  between 
Macon  and  Atlanta  are  higher  than  to  Macon.  For  convenience  and  in  order 
to  enable  you  to  pursue  investigation  with  respect  to  this  feature  of  the  subject, 
I  beg  to  say  that  our  Rate  Issues  21850  and  22641  (I.  C.  C.,  Nos.  1120-A  and 
amendment  12  to  same),  our  company’s  publication  of  rates  to  the  important 
southeast  points,  and  also  to  numerous  intermediate  points,  which  will  afford 
abundant  illustrations  of  the  method  I  have  outlined.  Our  company’s  Arbi¬ 
trary  Issues  422  and  439  (I.  C.  C.,  I099-A  and  supplement  3  to  same)  contain 
the  rates  from  the  principal  southeastern  points  to  destinations  in  Georgia, 
Florida,  and  other  States,  which  are  to  be  added  to  the  rates  published  in 
Rate  Issues  21850  and  22641,  thus  forming  the  through  rates  from  the  West 
to  additional  southeastern  points  which  are  not  published  in  Rate  Issues  21850 
and  22641.  These  are  quite  voluminous  tariffs  and  I  will  not  transmit  you 
them  herewith,  assuming  that  they  are  available  through  records  at  Washington. 

I  trust  this  communication  will  fully  reply  to  the  inquiries  contained  in 
your  letter  of  the  12th  instant.  If  not,  I  shall  be  pleased  to  make  any  additional 
statements  that  you  may  desire. 

Yours,  truly,  H.  F.  Smith,  Traffic  Manager. 

Hon.  S.  B..  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

Senate  of  the  United  States,  Washington,  D.  C. 


NEVADA  AND  CALIFORNIA  RAILROAD." 


In  reply  to  the  three  first  paragraphs  (queries)  in  your  circular  letter  of  October  20. 

(1)  Since  interstate  law  took  effect  we  have  not  made,  nor  are  we  now  making,  rates 
in  connection  with  other  roads. 

(2)  Nor  have  we  charged  in  any  instance  a  greater  rate  per  ton  for  a  less  distance  than 
for  over  the  whole  length  of  road  ;  ergo ,  “  the  fourth  section  of  the  act  to  regulate  com¬ 
merce  is  practically  applied  to  the  stations  on  ”  this  line. 

This  road  lies  in  two  States,  Nevada  and  California ;  it  is  connecting  link  between 
Central  Pacific  Railroad  and  team  transportation  distributing  lines.  The  Central  Pacific 
tariff  is  overweighted  with  classification,  like  so  many  other  common  carriers.  The  teams 
have  no  classification.  Our  experience  as  intermediate  has  proved  a  valuable  lesson  and 
induced  the  doing  away  almost  entirely  classifications.  (See  attached  tariff.) 

The  fourth  section  is  the  true  principle.  It  is  unfortunate  that  it  wras  suspended  for  a 
period,  and  also  equally  to  be  regretted  that  so  many  still  suppose  it  abrogated.  We  under¬ 
stand  it  to  be  in  full  force  and  lav/.  The  great  mistake  made  by  many  railway  managers 
was  in  making  the  law  pretext  for  raising  local  rates,  instead  of  entering  heart  and  spirit 
into  cooperating  with  and  working  to  sustain  it,  leaving  experience  to  discover  its  defects 
and  intelligent  legislation  to  remove  the  impracticable  features  and  add  essential  clauses. 

Many,  and  I  fear  most,  railroad  managers  seem  to  be  utterly  oblivious  to  the  suicidal 
policy  being  pursued  by  continuous  increase  of  rolling  stock  and  track  facilities,  thus 
piling  up  capital  account  to  do  business  somebody  else  can,  by  reason  of  superior  loca¬ 
tion  and  other  advantages,  do  better  than  they.  It  is  not  gross  earnings  that  one  should 
play  his  cards  to  secure,  but  net  gain.  It  is  only  matter  of  time,  a  few  years,  before 
the  transcontinental  and  affiliated  trunk  lines  will  be  hopelessly  bankrupt. 

Our  opinions  are  not  based  upon  the  lesson  offered  by  this  “  one-horse  ”  railroad,  but 
date  back  to  practical  experience  commencing  with  initial  building  railways  in  America, 
and  we  declare  out  of  fourth  section  will  grow  palatable,  beneficial,  and  saving  results. 

Very  respectfully, 

E.  Gest,  Manager. 

Interstate  Commerce  Commission, 

Washington,  D.  C. 


NEVADA-CALIFORNIA-OREGON  RAILWAY— SIERRA  VALLEYS  RAILWAY 

COMPANY. 

Reno,  Nev.,  September  23.  1005. 

Dear  Sir  :  I  beg  to  acknowledge  receipt  of  your  communication  of  the  Otli 
instant. 

The  copy  of  Mr.  Gest’s  letter  inclosed  with  yours,  which  I  return  herewith, 
impression  copy  being  on  file  in  this  office,  was  written  at  a  time  (November  11, 
1887)  when  the  Nevada-California-Oregon  Railway  was  operated  to  Chat,  a 
point  only  38  miles  north  of  Reno,  29  miles  being  within  the  State  of  Nevada 


a  See  response  of  Nevada-California-Oregon  Railway. 


886 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


and  9  miles  in  California.  Since  that  date  this  company  has  extended  the  road 
to  Madeline,  a  point  144  miles  north  of  Reno.  The  extensions  were  made  as 
follows : 

Miles  north 


June  4,  1SS8,  to  Doyle _  57 

September  10,  1888,  to  Leigan _  06 

November  17,  1890,  to  Amedee _  80 

July  1,  1900,  to  Termo _ _ 130 

April  1,  1901,  to  Madeline _ 144 


According  to  data  procurable  now  I  find  that  the  rates  in  force  November  11, 
1887  (date  of  Mr.  Gest’s  letter)  between  Reno  and  Chat  were  as  follows:  Rates 
in  cents  per  100  pounds :  Maximum,  40 ;  first  class,  25 ;  second  class,  12. 

Prior  to  the  date  of  the  extension  to  Termo,  Mr.  Gest,  who,  I  understand,  was 
strongly  opposed  to  voluminous  freight  classifications,  made  such  as  fitted  his 
ideas  of  traffic  requirements,  and  they  were  mere  circulars  descriptive  of  a  few 
articles  only.  When  the  road  was  extended  to  Termo,  July  1,  1900,  it*  was 
deemed  advisable  for  this  company  to  work  in  unison  with  other  roads,  and  we 
adopted  the  “  western  ”  classification,  and  the  rates  between  Reno  and  Chat  were 
made  as  follows : 


Classes. 

First. 

Sec¬ 

ond. 

Third. 

Fourth. 

Fifth. 

A. 

B. 

C. 

D. 

f  - 

E. 

37 

33 

30 

26 

22 

22 

13 

11 

9 

9 

November  1,  1902,  the  rates  between  Reno  and  Chat  were  reduced  to  the  fol¬ 
lowing  figures,  and  these  rates  are  in  force  now : 


Classes. 


First. 

Sec¬ 

ond. 

Third. 

Fourth. 

Fifth. 

A. 

B. 

C. 

D. 

E. 

25 

25 

25 

25 

20 

20 

13 

12 

10 

10 

Having  carefully  noted  the  remarks  of  Mr.  Gest,  I  am  led  to  the  opinion  that 
the  term  applied  by  him  to  his  charge  at  the  date  of  his  letter  would  hardly  fit 
now,  and  it  would  be  difficult  to  find  a  reason  at  that  date  why  he  should  be  dis¬ 
turbed  by  either  the  enforcement  or  suspension  of  the  long  and  short  haul  pro¬ 
vision  of  the  interstate  commerce  law,  nor  can  I  account  for  Mr.  Gest’s  ex¬ 
pressions  of  regret  at  the  suspension  of  that  provision,  unless,  knowing  that  the 
38  miles  of  road  under  his  management  then  was  not  likely  to  be  affected  by  the 
long  and  short  haul  clause  he  was  insensible  or  indifferent  as  to  the  great  losses 
other  roads  would  have  sustained  and  the  commercial  confusion  which  would 
have  resulted  if  the  Interstate  Commerce  Commissioners  had  not  taken  a  fair 
and  justifiable  view  of  the  situation  in  connection  with  the  application  of  the 
long  and  short  haul  clause.  Since  1887  we  have  penetrated  the  northern 
country  and  reached  points  where  we  have  to  meet  the  work  of  our  competitors, 
namely,  steamers  operating  on  the  Sacramento  River  from  San  Francisco  and 
Sacramento  to  Chico  Landing  and  other  landings  as  far  north  as  Red  Bluff, 
where  freight  is  turned  over  to  teamsters  and  thence  taken  to  Susanville  and 
Alturas  districts  and  points  north  thereof.  In  this  competition,  the  Southern 
Pacific  Company  has  an  interest  in  proportion  to  its  mileage  from  San  Francisco 
and  Sacramento  to  Reno,  as  we  have  from  Reno  north.  Hence  we  have  a  joint 
tariff  with  the  Southern  Pacific  Company,  No.  25  N.  C.,  I.C.C.  No.  2066,  carrying 
through  rates  which  are  less  in  most  cases  than  the  combination  of  the  Southern 
Pacific  Company’s  local  rates  from  San  Francisco  and  Sacramento  to  Reno  and 
our  locals  from  Reno  north.  Without  such  joint  rates,  the  business  referred  to 
would  seek  its  destination  by  steamer  up  the  river  to  Chico,  Red  Bluff,  etc.,  and 
thence  by  teams,  and  the  all  rail  route  via  Reno  would  not  get  any  portion 
thereof ;  even  as  it  is  our  competitors  get  a  share.  The  map  accompanying  this 
letter  will  show  that  the  Sacramento  River  runs  north  and  south,  and  at  a 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


387 


distance  the  Nevada-California-Oregon  Railway  parallels  it  and  becomes  its 
competitor.  I  have  made  an  effort  to  show  on  the  map  the  points  of  competition 
and  the  districts  penetrated  by  that  competition.  While  the  joint  rates  shown 
on  Tariff  25  N.  C.,  referred  to,  are  less  in  many  cases  than  the  combination  of 
locals,  yet  they  are  intermediate  rates  and  apply  on  freight  moved  from  any 
shorter  haul  within  the  longer  haul  in  the  same  direction,  unless  the  combined 
locals  between  the  short-haul  points  made  it  less. 

Illustration :  The  Southern  Pacific  Company’s  rates  from  Colfax,  Cal.,  to 
Reno,  Nev.,  are  as  follows : 


Classes. 

1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

95 

85 

70 

60 

56 

56 

24 

23* 

17* 

17* 

¥ 


Nevada-California-Oregon  Railway’s  rates,  Reno  to  Termo,  are  as  follows : 


Classes. 

1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

130 

117 

104 

91 

78 

78 

45 

39 

33 

33 

Total,  225 

202 

174 

» 

151 

134 

134 

69 

62* 

50* 

50* 

Now,  if  any  freight,  rated  as  per  western  classification,  at  first,  second,,  or 
third  class,  was  tendered  the  Southern  Pacific  Company  at  Colfax,  to  be  shipped 
to  Termo,  it  would  be  charged  at  the  rate  of  $1.60  per  100  pounds,  as  the  rate, 
Sacramento  to  Termo,  on  Tariff  25  N.  C.,  is  but  $1.60 ;  but,  if  any  fourth-class 
freight  was  shipped  from  Colfax,  the  combination  of  locals,  56  plus  78  equals 
$134,  would  be  charged.  In  other  words,  the  lowest  rate  found  would  be  the 
maximum  rate. 

So  far  as  our  local  traffic  is  concerned,  that  picked  up  and  laid  down  at 
points  on  the  line  of  the  Nevada-California-Oregon  Railway,  we  have  always 
applied  the  rate  which  we  found  necessary  to  make  to  a  distant  point,  the 
maximum  rate  for  the  short  haul  in  the  same  direction  on  the  same  commodity. 
If,  however,  we  were  compelled  to  make  an  unreasonably  low  rate  to  an  extreme 
point  in  order  to  secure  business,  competitive  only  at  that  point,  or  the  secur¬ 
ing  of  which  might  divert  to  our  line  other  freight  which  we  might  secure 
at  reasonable  rates,  or  for  other  good  and  defendable  reasons,  we  would  not 
apply  the  unreasonably  low  rate  to  intermediate  points  where  conditions  and 
circumstances  were  dissimilar.  I  volunteer  these  views  as  it  might  be  taken  for 
granted  that  as  all  rates  made  by  us  up  to  the  present  time,  being  such  as  we 
can  afford  to  make  them  intermediate,  that  we  are  in  accord  with  the  inconse¬ 
quent  views  expressed  by  Mr.  Gest  in  regard  to  the  long  and  short  haul  pro¬ 
vision.  We  are  not. 

At  the  risk  of  its  being  considered  irrelevant,  I  respectfully  make  this  state¬ 
ment  :  That  but  for  the  hope  of  securing  a  portion  of  the  competitive  business 
referred  to,  the  Nevada-California-Oregon  Railway  would  not  have  been 
extended  beyond  Chat,  for  outside  of  the  traffic  originating  at  or  destined  to 
the  districts  described  above,  which  the  low  joint*  rates  secure  to  us,  there  would 
have  been  no  inducement  to  have  extended  the  road  one  mile  beyond  that  point ; 
for  it  penetrates  an  uninviting  and,  until  some  Government  system  of  irriga¬ 
tion  is  accomplished,  an  unproductive  country,  through  which  the  road  was 
built  without  any  assistance  from  State  or  county,  either  in  the  shape  of  sub¬ 
sidy  or  donation  of  land.  This  company  has  paid  full  value,  and  too  often, 
much  more  than  full  value,  for  every  foot  of  private  land  through  which  the 
road  penetrates.  By  the  extension  of  the  road  beyond  Chat,  those  who  were 
located  in  the  sparsely  settled  districts,  close  to  the  line  of  the  railroad,  now 
enjoy  the  advantages  of  a  daily  mail  and  train  service,  a  market  .for  their 
limited  products,  and  quick  connection  with  the  outside  world,  instead  of 
being  isolated  as  they  were,  and  would  be  now,  if  the  road  had  not  been 
extended. 


388 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


I  trust  this  communication  covers  the  information  sought  and  regret  that 
my  absence  from  Reno  necessitated  a  delay  in  answering  yours. 

Respectfully,  yours, 

John  M.  Crawley,  Traffic  Manaycr. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Washington,  D.  C. 


NEW  YORK  CENTRAL  AND  HUDSON  RIVER  RAILROAD  COMPANY. 

Dear  Sir  :  Your  favor  of  the  20th  instant,  asking  if  there  are  any  points  upon  the 
railroads  of  this  company  to  or  from  which  interstate  rates  for  passengers  or  freight  are 
made  which  are  greater  than  the  rates  to  or  from  more  distant  points  in  the  same  direc¬ 
tion  over  the  same  line,  is  received. 

There  are  no  such  points,  and  the  fourth  section  of  the  interstate  commerce  act.  to 
the  best  of  my  knowledge  and  belief,  is  strictly  applied  at  the  stations  on  our  line. 

Yours,  truly, 

II.  .T.  Hayden, 

Second  Vice-President. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission. 


BOSTON  AND  ALBANY  RAILROAD  COMPANY.0 


Dear  Sir  :  Y'our  circular  of  the  20th  instant,  addressed  to  Mr.  Barnes,  is  received. 

There  are  no  points  on  the  railroad  of  this  company  or  upon  any  railroad  operated  by 
this  company,  under  lease  or  otherwise,  to  or  from  which  interstate  rates  for  passengers 
or  freight  made  by  this  company  alone  are  greater  than  the  rates  to  or  from  more  distant 
points  in  the  same  direction  over  the  same  line. 

This  is  also  the  case  with  such  tariffs  as  we  have  issued  in  combination  with  other 
roads,  and,  to  the  best  of  my  information,  with  such  tariffs  as  other  roads  have  issued  in 
combination  with  us,  except  that  in  the  case  of  freight  rates  in  either  direction  between 
Boston  (and  points  taking  the  Boston  rates)  and  Pittsburgh,  Pa.,  via  Pittsburgh  and 
Lake  Erie,  Lake  Shore  and  Michigan  Southern,  and  New  York  Central  and  Hudson  River 
railroads,  a  less  charge  is  made  than  between  the  same  stations  and  Youngstown,  Pa. 

We  make  the  following  rates  from  Boston  (and  points  taking  the  Boston  rates)  :  To 
Pittsburgh,  51,  45,  33,  24,  21,  18 ;  Youngstown  and  stations  between  Youngstown  and 
Pittsburgh,  53,  46,  36,  25,  21,  18. 

The  Pittsburgh  and  Lake  Erie  Railroad  has  issued  a  tariff  making  the  following  rates 
to  Boston  (and  points  taking  Boston  rates)  :  From  Pittsburgh,  51,  45,  33,  24,  21.  18; 
while  the  Lake  Shore  and  Michigan  Southern  Railway  makes  from  Youngstown,  60,  53, 
38,  28,  25,  21J. 

We  conceive  that  the  traffic  to  and  from  Pittsburgh  via  Pittsburgh  and  Lake  Erie  Rail¬ 
road,  in  competition  with  Pennsylvania  Railroad,  is  done  under  different  circumstances 
and  conditions  from  those  applicable  to  the  Youngstown  traffic,  a  belief  which  the  deci¬ 
sion  of  your  honorable  Commission  in  the  case  of  the  Southern  Railway  and  Steamship 
Association  seems  to  warrant. 

Yours,  truly, 

Arthur  Mills, 
General  Traffic  Manager. 


C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


ROME,  WATERTOWN  AND  OGDENSBURGH  RAILROAD.0 

Gentlemen  :  Your  circular  inquiry  of  October  20  is  received.  In  reply  I  have  to  say 
that  there  are  points  on  the  railroad  of  this  company  from  which  interstate  rates  are 
made  such  as  are  designated  by  the  first  paragraph  of  your  circular  above  referred  to. 

The  points  so  treated  and  the  rates  made  are  disclosed  in  our  letter  to  the  Commission 
dated  April  18,  1887.  The  circumstances  and  conditions  of  the  traffic  are  therein  fully 
shown. 

The  same  circumstances  and  conditions  still  exist.  Your  letter  dated  April  27  gave 
permission  to  this  company  to  continue  for  a  time  to  afford  to  the  places  named  that 
enlargement  of  facilities  by  a  reduction  of  rates  which  this  company  must  otherwise,  a* 
explained  in  its  letter  of  April  18,  have  immediately  withdrawn.  The  limit  of  time  set 
by  your  letter  of  April  27  has  been  construed  by  this  company  as  a  limit  fixed  with  a 
view  to  the  possible  discontinuance  of  that  competition  which  its  rates  were  especially  to 
meet,  and  also  with  regard  to  probable  convenience  of  the  Commission  in  passing  finally 
upon  the  question  as  to  which  the  position  of  this  company  was  regarded  as  prirna  facie 
correct.  The  published  statement  that  upon  the  expiration  of  such  orders  of  temporary 


a  This  property  is  now  controlled  by  the  New  York  Central  and  Hudson  River. 
See  response  of  that  company  to  the  present  inquiry. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


389 


permission  the  companies  must  exercise  their  own  judgment,  instead  of  applying  for 
renewals,  will  account  for  this  company's  having  followed  the  indication  above  mentioned. 
Yours,  truly, 

L.  A.  Emerson, 
General  Traffic  Manager. 

The  Interstate  Commerce  Commission, 

Washington ,  D.  C. 

(Letter  of  April  18,  above  referred  to,  next  attached.) 


(The  petition  referred  to  in  the  foregoing  is  as  follows:) 

Oswego,  N.  Y.,  April  18,  1887. 

Gentlemen  :  We  respectfully  beg  to  be  relieved  from  the  operation  of  section  4  of  the 
interstate-commerce  bill  in  the  following  cases  : 

The  Grand  Trunk  Railway  Company  of  Canada  makes  passenger  rates  from  the  under¬ 
mentioned  points,  all  of  which  are  junction  or  terminal  points  on  the  line  of  the  Rome, 
Watertown  a>nd  Ogdensburgh  Railroad,  as  follows  :  From  Norwood,  Ogdensburgh,  Morris¬ 
town,  and  Clayton  to  Chicago,  111.,  first  class,  limited,  $16  ;  second  class,  $15  ;  and  to 
Detroit,  first  class,  $12  ;  second  class,  $9.50. 

In  the  past  it  has  been  customary  for  this  company  to  sell  tickets  for  the  same  rates 
quoted  by  the  Grand  Trunk  Railway  from  the  above-named  points. 

The  through  lines  to  Detroit  and  Chicago  over  which  our  passenger  business  is  for¬ 
warded  are  as  follows  : 

(1)  Rome,  Watertown,  and  Ogdensburgh  to  Syracuse,  New  York  Central  and  Hudson 
River  Railroad  or  West  Shore  Railroad  to  Buffalo  or  Suspension  Bridge,  and  by  connect¬ 
ing  lines  to  Detroit  or  Chicago. 

(2)  Also  Rome,  Watertown,  and  Ogdensburgh  to  Lewiston  or  Suspension  Bridge,  and 
from  Suspension  Bridge  by  connecting  lines  to  Detroit  or  Chicago. 

(5)  Also  by  the  same  line  to  Lewiston  and  Suspension  Bridge,  thence  by  the  New 
York  Central  to  Buffalo,  and  from  Buffalo  by  connecting  lines  to  Detroit  or  Chicago. 

(4)  Also  via  Rome,  Watertown  and  Ogdensburgh  to  Rochester,  thence  via  New  York 
Central,  via  Buffalo  or  Suspension  Bridge  and  connecting  lines,  to  Detroit  or  Chicago. 

In  the  case  of  the  first  of  the  above-named  through  routes  the  first-class  fare  from 
Syracuse  to  Chicago  is  $17,  while  the  rate  quoted  by  the  Grand  Trunk  road  from 
Ogdensburgh,  for  example,  is  $16.  The  distance  from  Ogdensburgh  to  Syracuse  is  142 
miies.  The  first-class  fare  from  Watertown  to  Chicago  is  $18.18,  and  will  soon  be 
increased  to  $19.18,  on  account  of  the  difference  in  rates  from  Buffalo  to  Chicago,  the 
Watertown  rates  being  based  on  Buffalo.  The  aggregate  of  the  business  from  intermedi¬ 
ate  stations  is  deemed  by  us  to  be  of  more  value  than  the  business  at  the  above-named 
points  directly  in  competition  with  the  Grand  Trunk  road  and,  therefore,  under  the  long- 
and-short-haul  clause,  we*  are  compelled  either  to  relinquish  the  business  at  the  points 
named  in  competition  with  the  Grand  Trunk  Railway  or  else  reduce  our  fare  from  points 
south  and  west  thereof  to  the  same  rate  as  is  made  by  the  Grand  Trunk  Railway  at  the 
first-named  places,  and  even  at  that  we  would  not  have  the  right,  under  the  provisions  of 
the  bill,  to  reduce  the  fare  at  intermediate  local  stations  on  our  line,  because  the  fare 
from  Syracuse,  the  principal  junction  point,  to  Chicago,  over  which  we  have  no  control,  is 
$17,  and  we  could  not  name  any  lower  rate  from  points  on  our  line  for  business  going 
that  way.  At  present  our  first-class  limited  rates  from  all  the  points  named  are  the 
same,  $18.18,  and  will  soon  be  $19.18,  as  against  $16,  quoted  by  the  Grand  Trunk 
Railway. 

It  seems  as  if  the  traveling  public  of  northern  New  York  should  be  able  to  travel  to 
Chicago  via  American  lines  for  the  same  rate  as  via  Canadian  lines,  and  it  does  not  seem 
to  be  a  discrimination  against  the  intermediate  stations  that  we  are  compelled  to  make  a 
lower  rate  from  points  on  our  line  in  competition  with  the  Grand  Trunk  Railway  of  Can¬ 
ada,  although  the  distance  from  such  competitive  points  is  greater  than  it  is  from  inter¬ 
mediate  stations,  Syracuse  and  other  places. 

Furthermore,  the  rate  via  the  Grand  Trunk  Railway  from  Brockville,  Ontario,  a  sta¬ 
tion  on  their  line  opposite  Morristown,  N.  Y.,  is  $14.50,  second  class  to  Chicago,  and  the 
same  from  Gananoque,  a  station  on  their  line  opposite  Clayton,  N.  Y.,  and  from  Alexan¬ 
dria  Bay,  a  summer  resort  on  the  St.  Lawrence  River,  the  rates  quoted  via  the  Grand 
Trunk  Railway  are  $16,  first  class,  limited,  and  $15,  second  class,  to  Chicago,  and  from 
Kingston,  Ontario,  opposite  Cape  Vincent,  N.  Y.,  the  first-class  limited  rate  is  $16  via 
the  Grand  Trunk  Railway,  and  second  class  $14.20,  to  Chicago. 

Unless  we  meet  these  rates  made  by  the  Grand  Trunk  Railway  the  business  will 
necessarily  all  go  via  that  line.  We  therefore  respectfully  beg  to  be  specially  exempted 
from  the  operation  of  the  long-and-short-haul  clause  of  the  act  so  far  as  our  business  in 
competition  with  the  Grand  Trunk  Railway  of  Canada  is  concerned,  which  may  be 
briefly  stated  as  follows  : 

We  desire  to  charge  from  Norwood,  N.  Y.,  Ogdensburgh,  N.  Y..  Morristown,  N.  Y., 
Clayton,  N.  Y.,  Alexandria  Bay,  N.  Y.,  and  Cape  Vincent,  N.  Y.,  to  Detroit,  Port 
Huron,  and  Chicago  the  same  rates  which  are  made  by  the  Grand  Trunk  Railway  and 
are  used  as  basing  rates  for  making  up  through  rates  to  the  West ;  and  also,  in  case  the 
rate  from  Prescott,  opposite  Ogdensburgh  ;  from  Brockville,  Ontario,  opposite  Morristown  ; 
from  Gananoque,  opposite  Clayton  ;  and  from  Kingston,  opposite  Cape  Vincent,  all  of 
which  are  stations  on  the  Grand  Trunk  Railway  is  at  any  time  made  less  than  the  rates 
in  effect  from  stations  in  New  York  State  opposite  the  Canadian  points  herein  named, 
we  desire  authority  to  meet  the  rates  from  said  Canadian  points. 

Furthermore,  we  desire  authority  for  charging  less  for  a  longer  than  for  a  shorter  dis¬ 
tance  from  stations  intermediate  between  those  herein  named  as  competitive  with  the 
Grand  Trunk  Railway  and  our  several  junction  points  at  which  we  hand  the  business  to 
our  connecting  lines,  such  rates  in  no  case  to  be  greater  than  would  accrue  from  adding 
local  rates  from  the  intermediate  stations  on  our  line  to  the  rates  charged  by  the  Grand 
Trunk  Railway  of  Canada  from  points  hereinbefore  named. 

Your  early  consideration  of  our  petition  is  respectfully  requested. 


390 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


For  reference  as  to  the  location  of  this  line  of  railway  and  its  several  connections  I 
inclose  you  herewith  a  map  of  the  same. 

Very  respectfully,  yours,  Theo.  Butterfield, 

General  Passenger  Agent. 

State  of  New  York, 

County  of  Oswego,  ss: 


I,  Theo.  Butterfield,  being  duly  sworn,  depose  and  say  that  the  annexed  petition  is 
true  to  the  best  of  my  knowledge  and  belief. 


Theo.  Butterfield. 


Subscribed  and  sworn  to  before  me  this  18th  day  of  April,  1887. 

F.  H.  Moore, 

Notary  Public,  Osivego  County,  A. 


The  Interstate  Commerce  Commission,  Washington,  D.  C. 


Y. 


NEW  YORK  CENTRAL  AND  HUDSON  RIVER  RAILROAD  COMPANY. 

New  York,  September  18,  1905. 

Dear  Sir  :  Referring  to  your  letter  without  date,  which  was  received  10th 
instant,  also  your  letter  of  September  9,  relating  to  the  Rome,  Watertown  and 
Ogdensburg  Railroad,  and  also  to  your  communication  addressed  to  Mr.  Howard 
M.  Biscoe.  general  freight  agent  Boston  and  Albany  Railroad,  which  has  beee 
referred  to  me : 

As  regards  passenger  business,  no  interstate  fares  for  shorter  distances  ex¬ 
ceed  those  for  longer  distances  on  the  same  line  in  the  same  direction  on  the 
New  York  Central  and  its  leased  or  operated  lines,  which  include  the  Rome, 
Watertown  and  Ogdensburg  and  Boston  and  Albany  railroads. 

As  to  interstate  freight  business.  While  in  nearly  all  instances  the  rates  for 
intermediate  hauls  do  not  exceed  those  for  longer  hauls  over  the  same  line  in 
the  same  direction,  and  while  in  our  regular  tariffs  the  rates  are  graded  accord¬ 
ing  to  distance,  a  few  exceptions  have  grown  up  owing  to  water  or  other  com¬ 
petition  at  the  point  of  longer  haul.  For  example,  certain  import  and  export 
rates  for  long  hauls  are  lower  in  some  cases  than  rates  on  certain  domestic 
traffic  for  shorter  hauls ;  transcontinental  rates  to  and  from  the  Pacific  coast 
are  lower  than  those  to  and  from  certain  intermediate  points.  It  is  our  custom, 
when  we  publish  a  tariff  making  a  lower  charge  for  the  long  than  for  the 
shorter  included  haul,  to  call  attention  to  the  same  by  a  note  to  the  effect  that 
the  long-haul  rate  is  made  on  account  of  competitive  conditions  and  is  not 
applicable  to  intermediate  points. 

Complying  with  your  request  that  we  cite  typical  instances,  I  would  refer 
to  rates  between  New  York  and  Boston.  The  New  York,  New  Haven  and 
Hartford  Railroad  is  the  short  rail  line  between  these  points,  and  the  rates 
which  they  can  obtain  are  influenced  and  controlled  by  the  rates  in  effect  via 
water  lines.  The  route  of  this  company  between  New  York  and  Boston  is 
about  100  miles  longer  than  that  of  the  New  Haven  road,  and  passes  through 
a  number  of  important  stations.  Our  tariffs  between  these  terminal  points 
are  necessarily  the  same  as  those  of  the  New  Haven  road,  and  are  lower  than 
the  rates  to  a  number  of  stations  on  our  Boston  and  Albany  Division.  The 
aggregate  volume  of  our  traffic  to  and  from  these  intermediate  stations  is  very 
much  greater  and  of  more  importance  to  us  than  the  New  York-Boston  traffic, 
and  it  would  be  to  our  interest  to  withdraw  from  competition  with  the  New 
Haven  road  and  the  water  lines  on  the  last-named  traffic  rather  than  to  reduce 
the  intermediate  rates  to  the  New  York-Boston  basis.  We  deem  that  the  cir¬ 
cumstances  and  conditions  are  so  different  as  to  justify  the  lower  rates  to  and 
from  Boston.  The  intermediate  points  are  not  injured  in  any  way  by  our  par¬ 
ticipation  in  that;  traffic,  and  the  public  is  afforded  the  benefit  of  our  competi¬ 
tion  and  of  additional  facilities. 

Another  typical  case  is  the  traffic  between  New  York  and  Pittsburg.  The 
Pennsylvania  Railroad  being  the  short  line  (436  miles),  while  the  distance  via 
the  New  York  Central  is  705  mile^  we  make  the  same  rates  between  these 
points  as  those  of  the  Pennsylvania  Railroad,  which  are  lower  than  the  rates 
from  New  York  to  points  in  Ohio,  such  as  Youngstown.  In  this  case  the  aggre¬ 
gate  traffic  to  such  intermediate  points  is  of  much  greater  value  to  us  than  the 
Pittsburg  traffic  which  we  are  able  to  carry,  and  we  would  feel  it  necessary  to 
withdraw  from  the  Pittsburg  competition  rather  than  reduce  the  rates  to  inter¬ 
mediate  points  to  the  same  basis,  and  such  wihdrawal  would  not  have  the  effect 
of  lowering  the  rates  between  New  York  and  Pittsburg  via  the  Pennsylvania 
Railroad,  while  it  would  result  in  decreased  facilities  to  the  public.  This  case 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


391 


was  before  the  Interstate  Commerce  Commission  shortly  after  the  enactment  of 
the  interstate-commerce  law,  and  no  exception  was  taken  to  the  course  adopted 
by  this  company. 

Regarding  the  specific  inquiry  which  you  make  of  Mr.  Biscoe  relative  to  rates 
between  Boston  and  Pittsburg  and  Youngstown,  I  respectfully  submit  the  fol¬ 
lowing  statement : 

The  rates  between  Boston  and  Pittsburg,  in  both  directions,  named  by  Mr. 
Mills  as  in  effect  in  1887  (viz,  51,  45,  33,  24,  21,  18,  on  the  six  classes)  are  now 
50,  43,  33,  24,  20$,  17,  the  change  having  been  in  effect  since  March  15,  1897.  I 
am  unable  to  explain  the  reasons  which  led  to  this  slight  reduction,  but  it  was 
presumably  made  in  order  to  bring  these  rates  more  in  line  with  those  between 
other  points.  The  westbound  rates  from  Boston  to  Youngstown,  named  by  Mr. 
Mills  (viz,  53,  46,  36,  25,  21,  18),  remain  unchanged  and  are  still  in  effect.  The 
rates  quoted  in  Mr.  Mills’s  letter  from  the  Youngstown  district  to  Boston  (viz, 
60,  53,  38,  28,  25,  21$)  were  reduced  on  August  15,  1892,  to  57,  49,  38,  27$,  23, 
18$,  which  rates  are  still  in  effect.  This  reduction  resulted  from  a  decision  of 
the  Interstate  Commerce  Commission  in  the  complaint  of  Edward  Kemble 
against  certain  railroads,  decided  April  6,  1892.  Previous  to  that  time  the 
rates  to  Boston  from  points  west  of  trunk  line  western  termini  were  made  by 
adding  10,  10,  5,  5,  5,  5  to  the  rates  to  New  York.  The  opinion  of  the  Commission 
being  that  these  differentials  were  too  high  they  were  reduced  to  7,  6,  5,  4,  3,  2 
above  New  York. 

Yours,  respectfully,  N.  Guilfokd,  Vice-President. 

Hon.  S.  B.  Elkins, 

United  States  Senate ,  Washington,  D.  C. 


.  NEW  YORK,  CHICAGO  AND  ST.  LOUIS  RAILWAY. 

Dear  Sir  :  Referring  to  inclosed  inquiry  from  Mr.  C.  C.  McCain,  auditor  of  the 
Interstate  Commerce  Commission,  under  dale  October  20,  1887,  freight  tariffs  from  all 
points  on  this  railroad  to  all  points  on  this  railroad  are  made  to  conform  to  the  fourth 
section  of  the  act.  The  tariffs  from  points  on  this  railroad  to  points  on  other  railroads 
and  vice  versa,  so  far  as  the  latter  have  come  under  notice,  also  conform  to  the  pro¬ 
visions  of  the  fourth  section  of  the  act  with  one  exception — that  of  the  Wheeling  and 
Lake  Erie  Railway,  who  issue  a  tariff  from  southeastern  points  on  their  railway,  via 
Bellevue,  on  this  railroad,  to  eastern  points  which  are  lower  than  the  rates  to  Bellevue, 
thus  :  The  rates  from  Bellevue  to  New  York  are  based  upon  78  per  cent  of  the  Chicago 
rates.  The  rates  from  southeastern  points  on  the  Wheeling  and  Lake  Erie  Railway  to 
New  York  take  the  following  percentage  of  the  Chicago  rates  via  the  various  more  direct 
routes  indicated  : 

Per  cent. 


Wellington  (Cleveland,  Columbus,  Cincinnati  and  Indianapolis  Railroad) _  76 

Creston  (New  York,  Pennsylvania  and  Ohio) _  71 

Orrville  (Pennsylvania) _  71 

Massillon  (Pennsylvania) _  71 

Navarre  (Cleveland,  Indianapolis  and  Western,  and  Cleveland,  Columbus,  Cincinnati 

and  Indianapolis) _  71 

Bowerston  (Pennsylvania) _  74 


Consequently,  to  continue  to  get,  as  formerly,  a  share  of  the  trade  via  Bellevue,  the 
Wheeling  and  Lake  Erie  Railway  had  to  make  their  tariffs  conform  with  those  of  the 
more  direct  roads.  Still,  under  the  fourth  section  of  the  act  we  interrupted  the  business 
we  had  been  receiving  from  the  southeastern  section  of  the  Wheeling  and  Lake  Erie  Rail¬ 
way,  because  of  the  lower  prevailing  rates  than  those  in  force  from  Bellevue,  and 
although  they  issued  a  tariff  by  Erie  Dispatch,  Lackawanna  Line,  and  Nickel  Plate  Line, 
taking  effect  June  15,  1887,  we  gave  no  recognition  to  it  and  passed  no  business  via 
Bellevue  at  less  than  the  Bellevue  rates  until  the  4th  of  August,  and  then  only  on  the 
distinct  understanding  that  the  Wheeling  and  Lake  Erie  Railway  assumed  all  the  risks 
which  might  attach  to  such  proceeding.  The  argument  of  Mr.  Blair,  general  freight 
agent  of  the  Wheeling  and  Lake  Erie  Railway,  to  Mr.  Tappen,  general  manager  of  the 
Nickel  Plate  Line  is  attached  ;  also  copy  of  letter  to  Mr.  Tappen  of  August  1,  acknowl¬ 
edging  what  I  considered  the  reasonableness  of  the  proposition.  I  can  not  see  that  any 
parties  at  Bellevue  are  injured  by  our  taking  this  business,  while  both  the  shippers  at 
the  points  named  and  the  Wheeling  and  Lake  Erie  Railway  would  alike  be  injured  by 
these  competitive  facilities,  formerly  extended  to  shippers,  being  withdrawn. 

We  have  another  connecting  road,  similarly  situated  as  regards  east-bound  business, 
with  the  Wheeling  and  Lake  Erie  Railway,  viz :  The  Pittsburg  and  Western,  running 
southeast  from  Painesville,  a  point  on  our  road  29  miles  east  of  Cleveland,  to  Allegheny, 
136  miles  southeast  of  Painesville.  We  have  only  had  a  connection  with  that  road  some 
three  or  four  months,  and  have  not  so  far  attempted  to  do  any  east-bound  business  be¬ 
cause  their  important  points,  such  as  New  Castle,  Youngstown,  Girard,  Niles,  etc.,  can 
get  to  eastern  cities  via  the  Lake  Shore  and  Michigan  Southern,  New  York,  Pennsylvania 
and  Ohio,  and  Pennsylvania  interests  on  a  basis  of  66.50  per  cent  of  the  Chicago  to  New 
York  rates,  -while  Painesville  takes  71  per  cent,  and  the  business  of  the  Pittsburgh  and 
Western  given  to  us  would  necessarily  pass  through  Painesville  on  its  way  to  the  east ; 
but  I  think  it  must  be  plain  to  anyone  that  the  interests  of  Painesville  as  a  shipping 


^92 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


point  could  not  be  injured  in  the  least  by  our  taking  this  traffic,  while  the  shippers  along 
the  line  of  the  Pittsburgh  and  Western  who  can  now  get  their  business  out  at  rates  lower 
than  the  Painesville  rates  would  enjoy  greater  facilities  if  the  Pittsburgh  and  Western 
•were  in  a  position  to  take  the  business. 

We  are  asked  to  make  rates  on  staves  from  some  of  our  western  points  to  New  Orleans 
via  Chicago  and  the  Illinois 'Central  road  in  competition  with  the  Cincinnati  route.  I 
have  had  some  correspondence  with  Mr.  Tucker,  general  freight  agent  of  the  Illinois 
Central  touching  on  this  question,  but  as  he  wants  us  to  make  through  rates  to  New 
Orleans  which  shall  not  apply  on  business  to  his  intermediate  points,  should  any  arise, 
I  have  so  far  declined  to  make  the  through  rate,  although  from  his  assistant's  letter  of 
October  29,  which  I  inclose,  it  would  seem  that  the  fourth  section  of  the  interstate- 
commerce  law  is  disregarded  by  his  other  connections  in  this  respect. 

While  on  this  question,  I  may  say  that  in  the  month  of  September  we  took  some  export 
business  from  Chicago  to  Liverpool  and  other  European  ports  through  New  York  and 
Boston  at  a  less  through  rate  than  the  inland  rate  from  Chicago  to  New  l'ork  and  Boston, 
respectively.  We  followed  other  roads  in  what  we  did,  remained  in  the  field  only  four 
days,  and  retired  immediately  on  our  counsel  expressing  the  opinion  that,  however  politic 
and  desirable  in  the  interests  of  the  shippers  using  this  railroad  the  proceeding  might  be, 
it  was  not  justifiable  under  the  law. 

Yours,  truly,  G.  B.  Spriggs, 

General  Freight  Agent. 

Mr.  D.  W.  Caldwell,  President. 


THE  NEW  YORK,  CHICAGO  AND  ST.  LOUIS  RAILROAD  COMPANY. 


Cleveland,  Ohio,  October  Hi,  1905. 

Dear  Sir  :  Your  favor  of  September  9. 

The  letters  of  Mr.  Felton,  of  the  New  York,  Lake  Erie  and  Western  Railroad, 
and  Mr.  Spriggs,  of  the  New  York,  Chicago  and  St.  Louis  Railroad,  copies  of 
which  you  inclose  with  your  comunication,  have  been  read  by  me  as  requested. 

I  infer  you  are  under  the  impression  the  two  roads  mentioned  have  been 
merged.  Such  is  not  the  case.  The  matters  formerly  in  charge  of  Mr.  Felton 
are  now  under  the  supervision  of  Mr.  IT.  B.  Chamberlain,  third  vice-president 
and  general  traffic  manager  of  the  Erie  Railroad,  New  York,  wlple  matters 
formerly  in  charge  of  Mr.  Spriggs  are  now  under  my  supervision,  as  you 
surmise. 

There  has  been  no  change  in  the  conditions  set  forth  in  Mr.  Spriggs’s  letter 
to  which  reference  is  made,  except  that  on  account  of  the  Wheeling  and  Lake 
Erie  Railroad  acquiring  a  line  into  Cleveland  the  extent  to  which  long  and  short 
haul  clause  of  the  interstate-commerce  law  is  affected  by  our  arrangement  with 
that  road  is  slightly  modified.  Some  of  the  freight-taking  rates  based  on  71  per 
cent  and  less  of  Chicago  to  New  York  rates  that  formerly  passed  through  Belle¬ 
's  ue,  a  78  per  cent  point,  is  now  handled  by  way  of  Cleveland,  a. 71  per  cent  point. 
Since  the  writing  of  Mr.  Spriggs’s  letter  there  have  been  a  few  additions  to  the 
instances  in  which  the  freight  tariffs  from  points  on  this  road  do  not  conform 
strictly  to  the  fourth  section  of  the  act.  This  road,  in  common  with  other 
roads,  is  a  -party  to  transcontinental  tariffs  which  carry  rates  to  and  from 
Pacific  coast  points  that  are  lower  than  those  used  to  intermediate  or  shorter- 
haul  points.  The  road  is  also  a  party,  with  other  roads,  to  tariffs  to  New 
Orleans  and  a  few  other  Mississippi  Valley  points,  which  name  lower  rates  than 
are  charged  to  points  intermediate. 

This  in  brief,  I  think,  answers  your  letter. 

I  have  transmitted  a  copy  of  your  letter  and  copies  of  the  two  letters  inclosed 
with  it  to  Mr.  Chamberlain. 

Yours,  very  truly,  James  Webster. 

General  Freight  Agent. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Senate  of  the  United  States,  Washington,  D.  C. 


NEW  YORK,  NEW  HAVEN  AND  HARTFORD  RAILROAD  COMPANY. 


Dear  Sir:  The  derangement  of  our  office  business,  incident  to  the  removal  of  our  head 
quarters  from  New  Yrork  to  this  city,  and  the  time  consumed  in  obtaining  necessary 
information,  is  our  excuse  for  not  sooner  replying  to  your  circular  letter  of  October  20, 
1887,  addressed  to  Mr.  Charles  P.  Clark,  the  president  of  this  company,  and  by  him 
referred  to  me. 

There  are  no  points  upon  the  railroad  of  our  company,  or  upon  any  railroad  operated 
by  our  company  under  lease  or  otherwise,  to  or  from  which  interstate  rates  for  passengers 
or  freight  are  made  by  our  road  alone,  or  in  combination  with  other  roads,  so  far  as  we 
know,  which  are  greater  than  the  rates  to  or  from  more  distant  points  in  the  same  direc¬ 
tion  over  the  same  line,  with  two  possible  exceptions,  to  wit  :  Rates  for  freight  between 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


393 


New  York  and  Boston,  via  the  New  Y'ork  and  New  England,  the  New  York,  Providence 
and  Boston,  and  the  Boston  and  Providence  railroads. 

It  is  impossible  to  give  a  statement  of  the  rates  between  New  York  and  Providence  and 
New  York  and  Boston,  in  comparison  with  rates  to  and  from  intermediate  points,  via  said 
lines,  for  the  reason  that  the  freight  classification  in  use  between  New  York  and  Provi¬ 
dence  and  New  York  and  Boston  is  different  from  the  classification  in  use  to  and  from 
intermediate  points  over  those  same  lines. 

The  freight  classification  used  generally  upon  this  road  and  its  connections,  and  in  use 
between  the  intermediate  points  above  referred  to,  is  the  same  as  that  in  common  use  over 
the  entire  country.  But  the  classification  used  between  New  York  and  Providence  and 
New  York  and  Boston,  via  said  lines,  is  an  entirely  different  one,  and  is  based  in  part  upon 
what  has  been  supposed  to  be  for  the  interest  of  water  lines  between  New  York,  Providence, 
and  Boston.  This  latter  classification  is  made  up  of  piece  rates,  cubic-foot  rates,  hundred- 
pound  rates,  and  specials  without  classification.  Being  in  use  upon  competitive  all-water 
or  part-water  routes  between  New  York  and  Providence  and  Boston,  this  company  has  been 
obliged  to  work  under  it  between  said  points. 

It  is  impossible  to  say  whether  the  rate  on  every  article  according  to  the  water-line 
classification  in  use  between  New  York,  Providence,  and  Boston  is  equal  to  or  larger  or 
less  than  that  under  the  official  classification  in  use  between  intermediate  noncompetitive 
points,  but  it  is  believed  that  generally  the  tariffs  will  show  that,  upon  the  whole,  no 
greater  compensation  is  charged  for  shorter  than  for  longer  distances,  and  if  there  be  an 
exception  it  is  made  under  substantially  dissimilar  circumstances  and  conditions  caused 
by  water  competition. 

Yours,  truly, 


Wm.  E.  Barnett, 
Executive  Secretary. 


C.  C.  McCain, 


Auditor,  etc..  Interstate  Commerce  Commission,  Washington,  D.  C. 


NEW  YORK  AND  NEW  ENGLAND  RAILROAD  COMPANY." 


Dear  Sir  :  Replying  to  your  circular  of  the  20th  of  October  and  circular  letter  of 
November  23,  I  beg  to  state  that  the  cases  in  which  this  company  in  itself,  or  in  combina¬ 
tion  with  other  roads,  in  charging  for  passengers  or  freight  which  are  greater  than  the 
rates  to  or  from  more  distant  points  in  the  same  direction  over  the  same  line  are  as 
follows  : 

As  to  passenger  rates  there  are  no  such  cases. 

As  to  freight  rates  there  are  the  following  : 

(1)  From  Newburgh  to  Hartford  we  make  a  rate  of  $1  per  gross  ton.  The  rates  to 
intermediate  points  on  the  main  line  of  our  road  are  all  $1.45  per  gross  ton.  The  reason 
for  this  is  that  anthracite  coal  goes  to  Hartford  by  water  from  the  shipping  terminals  of 
the  coal-carrying  roads  on  the  water  adjacent  to  New  York  and  from  Philadelphia  and 
Baltimore,  and  the  rate  of  $1  per  ton  is  necessary  to  meet  the  water  competition.  The 
rate  of  $1.45  per  ton  to  intermediate  points  is  less  than  the  rate  heretofore  charged  from 
Newburgh  to  those  points. 

(2)  The  rates  between  Boston  and  New  York  City  are  not  classified  (as  all  the  other 
freight  rates  of  the  company  are)  in  six  regular  classes,  for  the  reason  that  the  Metro¬ 
politan  Steamship  Company,  which  transports  freight  entirely  by  water  between  Boston 
and  New  York,  charges  a  tariff  rate  which  is  made  upon  each  article,  and  which  in  some 
cases  is  by  weight  and  in  other  cases  is  by  the  cubic  feet  of  measurement,  to  compete 
with  which  it  is  necessary  to  adopt  a  similar  method  for  the  through  traffic  between 
Boston  and  New  York,  part  of  which  is  carried  in  connection  with  the  Norwich  and  New 
York  Transportation  Company’s  line  of  steamers,  which  is  running  between  New  York  and 
New  London,  Conn.,  and  part  of  which  is  carried  in  connection  with  the  New  York.  New 
Haven  and  Hartford  Railroad  Company  by  rail  between  Boston  and  Harlem  River,  and 
from  Harlem  River  to  Pier  50,  New  York,  by  barge. 

The  rates  between  Boston  and  intermediate  points  on  these  two  routes  have  been  made 
as  nearly  as  may  be  so  as  not  to  exceed  the  through  rates,  but  in  the  case  of  a  very  few 
articles  they  are  slightly  in  excess,  arising  from  the  fact  that  the  through  rates  are  not 
classified  as  the  local  rates  are.  The  justification  for  this  is,  as  stated,  in  the  water  com¬ 
petition  between  Boston  and  New  York. 

(3)  The  tariff  rates  for  local  business  between  stations  on  the  New  York,  New  Haven 
and  Hartford  Railroad  and  Boston  and  intermediate  stations  on  the  New  York  and  New 
England  are  in  some  cases  slightly  higher  than  the  through  rates  between  New  York  and 
Boston,  as  above  referred  to,  and  for  the  same  reasons. 

There  are  no  other  rates  made  by  this  company  that  I  am  aware  of  which  come  within 


your  call. 

Yours,  truly, 


Wm.  P.  Shinn, 

Vice-President. 


C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission. 


THE  NEW  YORK,  NEW  HAVEN  AND  HARTFORD  RAILROAD  COMPANY. 

New  Haven,  Conn.,  September  26,  1905. 

Dear  Sir  :  Referring  to  your  esteemed  favor  in  regard  to  the  general  situation 
on  this  road  in  connection  with  passenger  and.freight  rates,  I  beg  to  say  that  we 

a  This  property  is  410W  controlled  by  the  New  York,  New  Haven  and  Hartford. 
See  response  of  that  company  to  the  present  inquiry. 


394 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


are  not  aware  of  any  eases  where  passenger  rates  are  higher  for  the  shorter 
than  the  longer  haul. 

There  are,  however,  a  large  number  of  cases  where  the  freight  rates  are 
higher  for  the  shorter  than  the  longer  haul,  which  condition  is  brought  about  by 
water  competition  and  short-line  competition. 

I  inclose  a  map  of  the  New  York,  New  Haven  and  Hartford  Railroad,  by 
which  you  will  see  that  the  eastern  and  southern  section  of  our  line  is  sur¬ 
rounded  by  water,  and  large  cities  like  Boston,  Providence,  Fall  River,  and  New 
York  are-  situated  in  such  a  manner  that  water  lines  which  are  not  subject  to 
the  regulations  of  the  interstate  law  may  make  such  rates  as  they  see  fit  from 
day  to  day  and  discriminate  as  much  as  they  desire  in  making  rates  on  the  same 
kind  of  traffic  for  particular  shippers  or  consignees. 

The  volume  of  business  between  New  York  and  such  cities  is  very  heavy. 
There  are  two  regular  water  lines,  in  which  this  company  has  no  interest,  run¬ 
ning  between  Boston  and  New  York,  which  lines  carry  a  large  amount  of  traffic 
and  at  rates  somewhat  lower  than  ours.  There  is  a  regular  daily  line  between 
Providence  and  New  York,  in  which  this  company  has 'no  interest.  There  is  a 
regular  daily  line  between  Fall  River  and  New  York,  in  which  this  company  has 
no  interest.  A  like  situation  exisits  between  Norwich  and  New  London  and 
New  York  City,  and  also  between  New  Haven  and  New  York  City ;  in  addition 
to  which  there  are  quite  a  number  of  boat  lines  between  points  on  the  Sound 
like  South  Norwalk,  Stamford,  Greenwich,  Port  Chester,  and  New  Rochelle. 

While  this  company  does  not  attempt  to  meet  all  of  this  competition,  still  there 
is  a  certain  amount  of  traffic  which  we  regard  as  profitable,  taken  in  connection 
with  the  fact  that  we  can  better  afford  to  run  our  trains  fairly  up  to  their 
capacity  rather  than  half  loaded,  and  we  do,  therefore,  make  rates  between  New 
York  City  and  various  New  England  points  where  the  water  competition  exists, 
some  of  which  are  lower  than  the  rates  intermediate  thereof.  We  do  not  have 
any  special  rates  for  any  particular  firms,  and  if  we  do  meet  the  water  competi¬ 
tion,  or  attempt  to  meet  it,  we  publish  tariffs  to  cover,  and  we  give  everyone  in 
the  same  line  of  business  the  privilege  of  shipping  at  the  same  rate.  Of  course, 
this  is  not  true  in  regard  to  our  competitors,  as  they,  as  above  stated,  are  able  to 
make  rates  for  particular  firms  of  a  discriminatory  character. 

On  our  northern  boundary  you  will  find  the  Boston  and  Albany  Railroad,  which 
is  the  short  line  from  Boston  to  Worcester  and  Springfield.  There  are  located  at 
Boston,  Worcester,  and  Springfield  certain  manufacturers  and  receivers  and 
shippers  of  freight  who,  on  account  of  having  side  tracks  or  being  nearer  our 
deliveries,  prefer  to  use  our  route,  and  in  such  cases  rather  than  see  the  traffic 
move  via  the  Boston  and  Albany  Railroad  we  equalize  their  rates,  thereby 
securing  what  we  regard  as  commensurate  revenue,  taken  in  connection  with 
the  fact  that  our  fixed  charges  are  stated,  but  at  figures  which  perhaps  would 
show  a  loss  to  this  company  if  it  were  necessary  to  establish  such  rates  between 
all  intermediate  points  over  which  route  traffic  may  be  handled.  The  same 
situation  exists  so  far  as  the  Boston  and  Maine  competition  is  concerned  between 
Boston  and  Holyoke,  Boston  and  Turners  Falls,  Boston  and  Fitchburg,  Boston 
and  Lowell,  etc. 

I  have  referred  as  above  to  our  local  situation,  and  I  beg  to  refer  now  to 
our  situation  jointly  with  other  roads,  and  I  would  cite  the  fact  that  the 
Boston  and  Philadelphia  Steamship  Company  operate  ships  between  Boston  and 
Philadelphia,  also  between  Providence  and  Fall  River  and  Philadelphia,  and  in 
order  to  partially  meet  that  situation  we  make  a  little  lower  basis  of  class 
rates  from  Boston  and  Providence  to  Philadelphia  and  Camden  than  we  apply 
from  intermediate  points  on  our  line  to  the  same  cities,  our  class  rates,  gov¬ 
erned  by  the  “  official  ”  classification,  being  .30,  25,  20,  18,  16,  15,  while  from 
intermediate  points  the  class  rates  are  35,  30,  25,  20,  17,  15. 

You,  of  course,  understand  that  the  Interstate  Commerce  Commission  have 
decided  that  the  railroads  have  a  right  to  make  a  lower  rate  for  the  longer 
distance  than  the  shorter  distance  embraced  therein  where  the  water  competi¬ 
tion  or  short-line  competition  may  justify  it. 

So  far  as  our  coal  traffic  is  concerned,  there  are  only  four  instances  where 
rates  originating  with  this  company — that  is  to  say,  rates  made  from  our  tide¬ 
water  ports,  such  as  Providence  or  New  Haven,  to  our  interior  points — are 
lower  to  points  where  the  haul  is  longer  than  to  some  of  the  shorter  points 
contained  within  the  long  haul.  •  These  are  of  minor  importance,  but  are  as 
follows : 

(1)  Our  rate  from  Providence,  South  Providence,  East  Providence  wharf, 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


395 


Harbor  Junction  wharf,  and  India  Point  to  Newton  Upper  Falls  is  85  cents 
per  gross  ton,  while  the  rate  to  Needham,  an  intermediate  point,  is  95  cents, 
the  rate  to  Newton  Upper  Falls  being  -  necessary  because  of  the  rate  from 
Boston  tide  to  West  Newton  of  GO  cents,  West  Newton  being  contiguous  to  and 
competitive  with  Newton  Upper  Falls. 

(2)  Our  rate  from  the  above  points  to  Lowell  is  95  cents  per  gross  ton, 
while  to  South  Chelmsford  the  rate  is  $1.  This  is  necessitated  because  the 
rate  from  Boston  to  Lowell  is  85  cents  per  gross  ton. 

(3)  Our  rate  from  territory  mentioned  to  Milford,  Mass.,  is  90  cents  per 
gross  ton,  while  the  rate  to  Franklin  is  95  cents.  This  is  made  necessary  be¬ 
cause  the  rate  from  Boston  to  Milford  is  75  cents  per  gross  ton. 

(4)  Our  rate  from  New  Haven  to  Shelburne  Falls  and  Turners  Falls  is 
$1  per  gross  ton,  whereas  the  rate  to  South  Deerfield,  an  intermediate  station 
to  both  points  named,  is  $1.10.  This  is  necessitated  by  the  Boston  and  Maine 
rate  from  Boston  to  Shelburne  Falls  and  Turners  Falls  being  $1  per  gross  ton. 

So  far  as  what  we  term  all-rail  coal  is  concerned — that  is,  coal  originating 
on  other  roads  and  moved  under  tariffs  published  by  those  roads  and  con¬ 
curred  in  by  this  company — there  are  a  good  many  instances  where  the  rate 
to  longer  points  is  less  than  to  intermediate  points,  such  lower  rates  to  the 
longer  points  being  necessitated  by  the  tariffs  published  by  our  “  short-line  ” 
competitors.  For  instance,  the  rate  on  bituminous  coal  from  the  Beech  Creek 
region  to  Worcester,  Mass.,  as  published  by  the  New  York  Central  and  Boston 
and  Albany  railroads,  is  $2.70  per  ton,  and  the  New  York  Central  publishes 
the  same  rate  from  the  same  mines  to  Worcester  via  Fislikill  Landing  and 
our  line  to  Worcester,  and  the  Pennsylvania  and  other  bituminous-coal  roads 
are  obliged  to  publish  the  same  rate  from  some  of  their  mines  to  Worcester  in 
order  that  they  and  we  may  receive  any  of  this  traffic  and  that  consignees 
located  on  our  tracks  at  or  in  the  vicinity  of  Worcester  may  be  upon  the  same 
basis  as  their  competitors  located  on  the  tracks  of  the  Boston  and  Albany 
Railroad. 

The  rate  from  the  same  mines  via  the  Pennsylvania  and  other  roads  and  this 
company’s  lines  to,  say,  Putnam,  Conn.,  an  intermediate  point  on  this  road,  is 
$3.05  per  ton. 

The  same  situation  prevails  at  Webster,  Mass.,  Springfield,  Mass.,  Turners 
Falls,  Mass.,  Holyoke,  Mass.,  Pittsfield,  Mass.,  and  other  points  competitive 
with  short  lines. 

If  we  attempted  to  obtain  the  same  all-ra^l  rates  to  these  points  as  we  obtain 
to  interior  points,  we  would,  of  course,  lose  all  the  coal  traffic  to  these  points, 
as  consignees  would  not  pay  us  a  premium  over  the  rates  via  the  Boston  and 
Albany  or  Boston  and  Maine,  and  with  the  loss  of  this  traffic  we  would  in  all 
probability  be  obliged  to  advance  the  rates  above  the  present  figures  to  the 
intermediate  points,  so  as  to  make  good  the  revenue  lost  by  the  withdrawal  cf 
the  traffic  at  these  competitive  points. 

We  find  ourselves  very  much  embarrassed  in  competition  with  water  carriers, 
who,  owning  no  right  of  way,  contribute  very  slightly  to  the  taxes  of  the  coun¬ 
try,  either  municipal,  county,  or  State,  while  at  the  same  time  the  United  States 
Government  and  the  various  State  governments  are  put  to  a  large  expense  for 
dredging,  light-houses,  etc.,  incident  to  the  protection  of  water  transportation, 
and  the  Government  does  not  attempt  in  any  way  to  regulate  the  rates,  discrim¬ 
inatory  or  otherwise,  which  these  water  lines  may  charge.  In  other  words,  the 
United  States  Government  spends  a  very  large  amount  of  money  to  assist  water 
transportation,  yet  does  not  attempt  in  any  way  to  regulate  the  freight  charges 
assessed  by  these  beneficiaries,  while  on  the  other  hand  the  General  Government 
and  the  various  States  do  in  a  large  manner  regulate  the  rates  of  rail  transpor¬ 
tation,  which,  instead  of  requiring  an  outlay  on  the  part  of  the  Government,  do 
in  reality  contribute  toward  building  up  water  competition. 

Embarrassing  as  this  competition  is,  we  compete  only  so  far  as  we  may  legally 
do  so — that  is,  by  the  publication  of  tariffs,  which  are  filed  with  the  Interstate 
Commerce  Commission,  and  which  are,  as  we  understand  the  interstate  com¬ 
merce  law  as  passed  upon  from  time  to  time  by  that  Commission,  all  in  legal 
form.  Unquestionably  the  fact  that  we  only  attempt  to  meet  this  competition 
so  far  as  we  can  in  a  strictly  legal  manner  deprives  this  company  of  a  very 
large  amount  of  revenue  annually. 

In  this  letter  I  have  attempted  to  give  only  illustrative  cases.  If  you  desire 
any  further  information  I  shall  be  very  pleased  to  come  to  Washington  at  your 


396 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


convenience,  and  bring  our  general  freight  agent  with  me,  in  order  to  give  you 
any  further  detail  that  you  may  require. 

Yours,  truly,  .  Percy  R.  Todd. 

Fit s t  Vice -Pres ident. 

lion.  S.  B.  Elkins, 

Committee  on  Interstate  Commerce, 

Senate  of  the  United  States,  Washington,  D.  C. 


THE  SHENANDOAH  VALLEY  RAILROAD  COMPANY." 

Dear  Sir  :  I  beg  to  acknowledge  receipt  of  your  circular  letter  dated  October  20,  and 
in  reply  beg  to  say  that  there  are  no  interstate  rates  leading  to  or  from  points  on  our 
line  or  lines  operated  by  this  company  which  are  greater  than  rates  to  or  from  more  dis¬ 
tant  points  in  the  same  direction  over  the  same  line,  except  in  the  cases  shown  in  my 
rate  sheet  A  2,  dated  July  22,  1887  (a  copy  of  which  was  sent  you),  leading  from  Hagers¬ 
town,  Md.,  to  sundry  points  in  Georgia,  Alabama,  Tennessee,  Mississippi,  Florida,  Louisi¬ 
ana,  and  Kentucky.  These  rates  are  the  same  as  the  rates  from  Baltimore  to  same  points 
made  through  Hagerstown,  and  the  rates  to  the  following  points,  viz,  Birmingham,  Ala.  ; 
Baton  Rouge,  La.;  Decatur,  Ala.;  Demopolis,  Ala.;  Grand  Junction,  Tenn. ;  Hickman, 
Ky. ;  Jacksonville,  Fla.  ;  Memphis,  Tenn.  ;  Meridian,  Miss.  ;  Montgomery,  Ala.  ;  Mobile, 
Ala.  ;  Nashville,  Tenn.  ;  New  Orleans,  La.  ;  Natchez,  Miss.  ;  Pensacola,  Fla. ;  Selma,  Ala. ; 
Savannah,  Ga.  ;  and  Vicksburg,  Miss.,  are  made  less  than  to  intermediate  points  on  ac¬ 
count  of  direct  water  competition  and  the  peculiar  circumstances  and  conditions.  In 
other  words,  we  have  applied  from  Hagerstown  the  same  rates  as  made  from  Baltimore 
by  the  fast  freight  line  known  as  “  Great  Southern  Despatch,'’  working  via  Hagerstown 
and  our  line. 

Yours,  very  truly,  O.  Howard  Rover, 

General  Freight  Agent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


NORFOLK  AND  WESTERN  RAILWAY  COMPANY. 

Roanoke,  Ya.,  September  28,  1905. 

My  Dear  Sir  :  Following  my  letter  of  the  16th  and  further  referring  to  yours 
of  the  9th  inst. 

Mr.  Royer's  letter,  in  reply  to  Mr.  McCain’s  of  October  20,  1887,  was  written 
as  general  freight  agent  of  the  Shenandoah  Valley  Railroad  (extending  from 
Hagerstown,  Md.,  to  Roanoke,  Ya.),  which  road  has  since  become  and  now  is  a 
part  of  the  Norfolk  and  Western  Railway,  a  map  of  which  is  herewith  inclosed. 

We  do  not  have  in  our  tiles  a  copy  of  Shenandoah  Valley  railroad  rate  sheet 
A-2,  of  July  22,  1887,  which  I  assume  to  have  contained  class  rates  from 
Hagerstown  Md.,  to  what  are  known  as  Southern  common  points.  As  there  is 
practically  no  movement  of  freight  traffic  from  Hagerstown,  Md.,  to  such 
l>oints,  and  as  the  methods  of  rate  construction  thereto,  and  reasons  therefor, 
will  doubtless  be  fully  explained  to  you  by  roads  terminating  thereat,  I  shall 
refrain  from  comment  upon  that  situation,  both  past  and  present,  unless  you 
particularly  desire  it. 

The  most  important  typical  instance  we  have  of  greater  charges  for  inter¬ 
mediate  than  for  longer  hauls  over  the  same  line  and  in  the  same  direction  is  in 
the  case  of  feiglit  traffic  from  the  West  to  our  stations  south  of  the  Ohio  river 
and  west  of  Salem,  Ya.,  for  instance,  to  Bluetield,  W.  Ya.,  and  Christians- 
burg,  Ya. 

From  western  points  beyond  our  road  rates  to  said  stations  west  of  Salem,  Ya., 
are  made  following  differentials,  in  cents  per  100  pounds,  higher  than  to 
Virginia  common  points  (i.  e.,  Roanoke,  Buchanan,  Lynchburg,  Richmond,  Nor¬ 
folk,  etc. ) ,  viz  : 


Classes. 

1. 

2 

3. 

4. 

5. 

6. 

i 

Differentials . . . : . . . 

12 

10 

8 

7 

6 

.  a  This  property  is  now  controlled  by  the  Norfolk  and  Western.  See  response 
of  that  company  to  the  present  inquiry. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


397 


and.  in  dividing,  the  Norfolk  and  Western  Railway  now  receives  said  differen¬ 
tials  in  addition  to  its  pro  rata  proportion  of  the  rates  to  Virginia  common 
points. 

The  following  comparison  of  present  class  rates,  governed  by  the  “  official  ” 
classification,  will  illustrate,  viz: 


To— 


Bluefield,  W.  Va... 
Christiansburg,  Va 

Roanoke,  Va . 

Lynchburg,  Va  .... 
Norfolk,  Va . 


From  Chicago,  Ill. 

1. 

2. 

3. 

4. 

5. 

6. 

}  84 

72 

55 

39 

33 

27 

j73 

62 

47 

32 

27 

22 

From  stations  on  our  road  in  Ohio  to  our  stations  south  of  Kenova,  W.  Va., 
and  west  of  Salem,  Va.,  the  same  principle  of  differentials  is  employed,  but  the 
rates  do  not  exceed  our  mileage  scale,  nor  the  combination  of  rates  to  and  from 
Kenova,  W.  Va.  For  instance,  note  following  tabulation  of  present  rates,  viz  : 


To — 

Miles 
via  Nor¬ 
folk  and 
Western 
Rwy. 

From  Columbus,  Ohio. 

1. 

9 

3. 

■ 

4. 

5. 

6. 

Bluefield.  W.  Va  . . . . . . 

343 

66* 

55 

42 

31 

26 

21 

Christiansburg,  Va . . . . 

417 

66.1 

57 

434 

31 

26 

21 

Roanoke.  Va . .' . . . . . 

449 

1 

Lynchburg,  Va _ _ _ _ 

503 

\  54* 

47 

354 

24 

20 

16 

Norfolk,  Va _ _ _ _ _ 

707 

1 

For  purposes  of  comparison  with  above-mentioned  differentials  of : 


Classes. 


1. 

2.  3. 

1 

4. 

5. 

6. 

Differentials _ _ 

12 

10  8 

7 

6 

5 

I  give  you  below  our  present  locals  from  Roanoke,  Va.,  viz : 


To— 

Miles. 

Locals  from  Roanoke,  Va. 

1. 

2 

3. 

4. 

5. 

6. 

Bluefield,  W.  Va.. . . 

106 

32 

GC  4^ 

38 

22 

31 

18 

21 

14 

16 

10 

13 

9 

Christiansburg,  Va. . . .  . 

I  do  not  recall  a  single  formal  complaint  to  the  Interstate  Commerce  Commis¬ 
sion  as  to  this  basis  from  the  west  to  our  stations.  There  have  been  a  few 
such  informal  complaints,  which  have  been  successfully  answered  by  such  a 
letter  as  mine  of  February  11,  189G,  to  Commissioner  Clements,  a  copy  of  which 
is  herewith  inclosed. 

I  believe  this  adjustment  of  rates  to  be  reasonable  and  just  and  not  in  viola¬ 
tion  of  the  existing  act  to  regulate  commerce,  as  construed  by  the  United  States 
Supreme  Court,  and  also  as  in  late  years  construed  by  the  Interstate  Commerce 
Commission. 

The  rates  from  the  west  to  Virginia  common  points,  as  a  general  proposition, 
are  the  same  as  obtain  to  Baltimore,  Md.  This  basis  was  established  by  the 
Chesapeake  and  Ohio  Railway  and  in  effect  via  said  route  before  the  Norfolk 
and  Western  Railway  and  its  connections  began  to  compete  for  the  traffic.  So 
long,  therefore,  as  our  rates  to  stations  west  of  Salem,  Va.,  are  reasonable  in 
nnd  of  themselves,  it  is  but  just  that  we  be  permitted  to  meet  the  competition 
at  Virginia  common  points  so  long  as  the  latter  competitive  traffic  yields  us  a 


398 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


profit — i.  e.,  a  greater  increase  of  income  than  its  increase  of  expenses.  Apro¬ 
pos  of  this,  allow  me  to  refer  yon  to  second  paragraph,  page  79,  of  the  First 
Annual  Report  of  the  Interstate  Commerce  Commission  (1887),  being  a  portion 
of  opinion  of  the  Commission  in  respect  to  construction  and  application  of  the 
fourth  section  of  the  act  to  regulate  commerce.  While  in  this  citation  Judge 
Cooley  referred  particularly  to  water  competition,  yet  I  believe  it  can  justly  be 
applied  with  equal  force  to  this  direct  rail  competition  at  Virginia  common 
points;  moreover,  water  competition  via  the  Great  Lakes  and  (or)  Erie  Canal  is 
a  potent  factor  in  establishing  all-rail  rates  from  the  West  to  Baltimore,  and  the 
Baltimore  rates  apply  to  Virginia  common  points. 

Another  typical  instance  of  greater  charges  for  intermediate  than  for  longer 
hauls  over  the  same  line  and  in  the  same  direction  is  in  the  case  of  freight  traffic 
from  Durham,  N.  C.,  to  our  stations  between  Lynchburg,  Va.,  and  Winston- 
Salem,  N.  C.,  as  illustrated  by  the  following  comparison,  viz  : 


Miles 
via  N. 
and  W. 
Rwy. 

From  Durham,  N.  C. 

To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Roanoke,  Va _ 

171 

61 

51 

42 

32 

28 

21 

15 

17 

22 

21 

18 

28 

32 

42 

Winston-Salem,  N.  C . . . . 

293 

46 

36 

31 

22 

19 

13 

16 

13 

11 

19 

22 

26 

Governed  by  “  Southern  ”  classification,  with  exceptions. 

In  this  case  our  interstate  rates  from  Durham,  N.  C.,  to  Roanoke,  Va.  (171 
miles),  are  reasonable  because  of  traffic  conditions  existing  in  the  territory 
traversed  and  compare  favorably  with  other  rates  in  same  section  of  country. 
Our  rates  from  Durham,  N.  C.,  to  Winston-Salem,  N.  C.,  are  interstate  rates, 
because  our  line  used  traverses  portions  of  both  North  Carolina  and  Virginia ; 
they  are  the  same  via  Norfolk  and  Western  Railway  (our  haul  being  293  miles) 
as  obtain  via  Southern  Railway  (their  haul  being  84  miles).  So  we  meet  the 
short-line  competition  from  Durham,  N.  C.,  to  Winston-Salem,  N.  C.,  without 
reducing  our  higher  rates  from  Durham,  N.  C.,  to  Roanoke,  Va.  It  is  interest¬ 
ing  to  note  that  from  Durham,  N.  C.,  to  Winston-Salem,  N.  C.,  the  route  via 
Southern  Railway  is  entirely  within  the  State  of  North  Carolina  and  not  sub¬ 
ject  to  the  interstate-commerce  act ;  on  the  other  hand,  it  comes  under  the  juris¬ 
diction  of  the  North  Carolina  corporation  commission. 

Another  instance  I  have  in  mind  would  perhaps  better  be  illustrated  hypothetic- 
ally.  Assume  that  we  have  at  Marion,  Va.,  a  station  on  Norfolk  and  Western 
Railway,  476  miles  south  of  Cincinnati,  Ohio,  a  certain  mine  or  factory  which 
competes  with  a  similar  mine  or  factory  located  at  Darling  Road,  Ontario,  a 
station  on  Grand  Trunk  and  Wabash  Railroad,  473  miles  nort  of  Cincinnati, 
Ohio.  Also  assume  that  traffic  and  other  conditions  would  ordinarily  warrant 
lower  rates  to  the  Cincinnati  market  from  Darling  Road,  Ontario,  than  from 
Marion,  Va.  Under  such  circumstances  it  would  be  but  fair  to  permit  us  to 
make  such  a  rate  from  Marion  to  Cincinnati  as  to  enable  the  Marion  enterprise 
to  meet  competition  of  Darling  Road,  and  without  reducing  reasonable  higher 
rates  to  points  intermediate,  provided,  however,  that  the  competitive  traffic  to 
Cincinnati  yield  us  a  greater  increase  of  income  than  its  increase  of  expenses. 

I  have  endeavored  to  comply  with  your  wishes  as  I  understand  them  as  fully 
and  briefly  as  possible,  and  will  be  pleased  to  respond  to  any  further  inquiries 
you  may  wish  to  make. 

Yours,  very  truly,  T.  S.  Davant, 

Freight  Traffic  Manager. 

Hon.  S.  B.  Elkins, 

United  States  Senate,  Washington,  D.  G. 


(The  letter  to  Hon.  Judson  C.  Clements,  Commissioner  Interstate  Commerce 
Commission,  referred  to  in  the  foregoing  is  as  follows:) 

Roanoke,  Va.,  February  11,  1896. 

Dear  Sir  :  Your  valued  favor  of  January  29  and  inclosures  came  duly  to  hand 
and  have  had  very  careful  consideration.  We  have  heretofore  stated"  how  the 
rates  from  western  points  to  stations  on  this  road  west  of  Roanoke,  including 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


399 


Bluefield,  are  made.  As  long  ago  as  December  10,  1S89,  we  wrote  Auditor 
McCain  as  follows : 

“  That  upon  interstate  traffic  originating  at  stations  of  the  Norfolk  and  West¬ 
ern  Railroad  tariffs  are  issued  in  exact  conformity  with  the  law,  and  upon  inter¬ 
state  traffic  originating  upon  other  lines  and  deliverable  at  stations  upon  the 
Norfolk  and  Western  Railroad  as  a  rule  they  are  made  in  conformity  with  law, 
the  exception  being  on  certain  traffic  coming  from  points  in  the  Western  States 
and  destined  to  points  upon  the  Norfolk  and  Western  road  that  are  junctions 
with  other  lines  leading  from  the  west  that  are  competitors  for  said  traffic, 
upon  which  traffic  for  said  points  rates  are  made  uniform  with  those  that  are 
named  by  said  competing  lines,  which  are  the  shorter  lines  of  communication 
between  the  points  named ;  but  to  intermediate  local  stations  upon  the  Norfolk 
and  Western  road  rates  upon  traffic  from  said  western  points  are  made  higher 
than  those  to  the  connecting  junction  points  that  are  farther  beyond  on  the 
same  line  and  in  the  same  direction,  but  the  rates  to  said  intermediate  local 
points  are  lower  than  would  be  rates  made  by  combinations  of  rates  by  competing 
lines  to  said  junction  points,  plus  local  rates  from  said  junction  points  to  the 
stations  which  were  the  destinations  of  the  property,  the  methods  of  such  con¬ 
struction  and  the  explanations  therefor  being  set  forth  in  detail  in  the  hearing 
of  the  matter  of  tariffs  and  classifications  before  the  Commission  as  of  date 
December  18,  19,  and  20,  1889.” 

Again  on  October  5,  1891,  as  follows : 

“  That  on  traffic  from  western  or  northwestern  points  deliverable  to  Norfolk 
and  Western  road  at  its  western  termini  of  Norton,  where  it  connects  with  the 
Louisville  and  Nashville  system,  or  at  Bristol,  where  it  connects  with  the  East 
Tennessee,  Virginia  and  Georgia  system,  rates  are  made  lower  to  those  Virginia 
cities  upon  its  own  line  reached  thereby,  viz,  Norfolk,  Richmond,  Petersburg, 
Lynchburg,  Roanoke,  Hagerstown,  and  stations  intermediate  between  said 
named  points,  than  they  are  to  certain  stations  upon  its  line  west  of  Roanoke, 
because  of  the  fact  that  rates  from  said  western  points  to  the  Virginia  cities  as 
named  are  necessarily  made  in  conformity  with  the  rates  that  are  applied  on 
like  western  traffic  to  the  cities  of  Baltimore,  Richmond,  and  Norfolk,  of  which 
they  would  be  deprived  if  a  different  scale  of  rates  obtained  on  said  western 
competitive  traffic ;  and  the  reasons  for  the  higher  scale  of  rates  being  applied 
to  the  stations  on  said  road  west  of  Roanoke  are,  that  being  removed  from  the 
influences  of  the  markets  of  the  competitive  Virginia  points  as  recited,  the  differ¬ 
ential  adjustment  referred  to  as  applicable  on  western  traffic  to  said  stations  is 
calculated  to,  and  has  the  effect  of  promoting  the  production  of,  and  traffic  in, 
the  same  class  of  commodities  produced  along  its  line  and  marketed  at  said 
stations.  This  theory  of  differential  rate  construction  upon  said  western 
traffic  to  said  local  stations  has  at  different  times  since  the  enforcement  of  the 
interstate-commerce  law  been  considered  by  the  Commission,  both  in  general 
and  in  detail,  and  at  a  not  distant  date  received  the  careful  consideration  of  the 
Hon.  T.  M.  Cooley,  chairman  of  the  Commission,  and  the  reasons  that  animated 
the  Norfolk  and  Western  Railroad  in  so  adjusting  the  tariffs  upon  the  commodi¬ 
ties  referred  to,  to  the  local  territory  described,  were  not  disapproved,  and  some 
modifications  and  reductions  were  made  as  suggested  by  Judge  Cooley ;  it  being 
a  leading  feature  in  the  construction  of  said  tariffs  to  minimize  these  differen¬ 
tials  to  the  lowest  possible  degree  not  inconsistent  with  the  protection  of  that 
local  development  as  herein  recited,  which  such  arrangement  was  calculated  to 
promote.” 

We  also  wrote  you  November  16,  1893,  in  re  complaint  of  John  Rigby  &  Son, 
as  follows : 

“  Extended  absence  from  my  office  has  prevented  earlier  attention  to  your 
letter  of  the  27th  ultimo.  The  basis  for  construction  of  rates  from  the  west  to 
our  stations  west  of  Roanoke  has  been  the  subject  of  inquiry  by,  and  explained 
to,  the  Interstate  Commerce  Commission  in  the  past. 

For  years  what  are  known  as  Virginia  common  points,  viz,  Roanoke,  Lynch¬ 
burg,  Petersburg,  Richmond,  Norfolk,  etc.,  have  been  grouped  and  placed  on  the 
basis  of  Baltimore  rates  from  the  west.  From  May,  1887,  to  December,  1892,  the 
rates  from  the  west  to  Christiansburg  were  made  higher  than  Roanoke,  as 
follows : 


1. 

2. 

3. 

4. 

5. 

6. 

15 

10 

8 

8 

8 

6 

400 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Since  that  time  the  rates  from  the  west  to  Christiansburg  have  been  higher 
than  Roanoke,  as  follows : 


1* 

0 
fj » 

o 

0. 

4. 

5. 

6. 

12 

10 

8 

7 

6 

5 

The  local  rates  from  Roanoke  to  Christiansburg  are: 


1. 

2. 

3. 

4. 

5. 

6. 

23 

18 

14 

11 

10 

9 

You  will  readily  see  that  if  the  through  rates  from  western  points  to  Chris¬ 
tiansburg  were  not  published  as  we  have  them,  it  would  cost  the  complainants 
very  much  more  to  get  their  freight  through  than  at  present.  We  submit  that 
the  rates  to  Christiansburg  from  Louisville  and  other'  western  points,  as  now 
published,  are  not  unreasonable  within  themselves,  and  do  not  think  they  can  or 
should  be  reduced. 

I  return  the  letter  of  Messrs.  Jas.  Rigby  &  Son,  as  requested. 

Also  March  2,  1895,  in  re  rates  from  the  West  to  Norfolk  and  western  stations 
as  follows : 

“  Referring  to  your  letters  of  January  21  and  February  12,  delay  in  reply 
to  which  has  been  caused  by  absence  from  Roanoke.  The  basis  for  constructing 
rates  from  the  West  to  our  stations  west  of  Roanoke  is  as  follows :  For  years 
what  are  known  as  Virginia  common  points,  viz,  Roanoke,  Lynchburg,  Peters¬ 
burg,  Richmond,  Norfolk,  etc.,  have  been  grouped  and  placed  on  the  basis  of 
Baltimore  rates  from  the  West.  Prior  to  December,  1S92,  the  rates  from  the 
West  to  Bluefield  were  made  higher  than  Roanoke,  as  follows : 


1. 

2. 

3. 

4. 

5. 

6. 

20 

15 

10 

10 

10 

8 

“  Since  that  time  the  rates  from  the  West  to  Bluefield  have  been  higher  than 
Roanoke,  as  follows : 


1. 

2. 

3. 

4. 

5. 

6. 

12 

10 

8 

7 

6 

5 

“  The  local  rates  from  Roanoke  to  Bluefield  are : 


1. 

2. 

3. 

4. 

5. 

6. 

40 

33 

20 

20 

17 

13 

“  You  will  readily  see  that  if  the  through  rates  from  western  points  to  Blue¬ 
field  are  not  published  as  we  have  them,  it  would  cost  the  complainants  very 
much  more  to  get  their  freight  through  than  at  present.  We  submit  that  the 
rates  to  Bluefield  from  Fostoria,  Ohio,  and  other  western  points,  as  now  pub¬ 
lished,  are  not  unreasonable  within  themselves,  and  I  do  not  think  they  can  or 
should  be  reduced.  The  rates  on  flour  as  named  in  your  letter  of  January  25 
were  correct  at  that  time.  They  are  now  124  to  Richmond  and  17£  to  Bluefield.” 

By  referring  to  the  east-bound  tariffs  of  the  Chesapeake  and  Ohio  Railway 
(Kanawha  Dispatch)  you  will  find  the  following  points  grouped  as  Virginia 
cities  and  rated  alike,  viz :  Alexandria,  Basic  City,  Buena  Vista,  Charlottesville, 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


401 


Clifton  Forge,  Doswell,  Fredricksburg,  Glasgow,  Gordonsville,  Hampton,  Lynch¬ 
burg,  Lexington,  Newport  News,  Norfolk,  Orange,  Petersburg,  Phoebus,  Ports¬ 
mouth,  Richmond,  Roanoke,  Smithfield,  Staunton,  Suffolk,  and  Waynesboro,  Ya. 

This  adjustment  of  rates  antedates  this  company’s  control  of  the  old  Shenan¬ 
doah  Valley  Railroad  Company.  During  all  these  years  the  basis  of  Roanoke 
rates  has  not  changed,  but  the  Bluefield  rates  have  been  as  follows,  the  figures 
named  being  the  differentials  above  the  Roanoke  rates : 


1. 

2. 

3. 

i. 

5. 

Prior  to  December.  1892 _ _ _ _ 

20 

15 

10 

10 

10 

Since  December,  1892 . . . 

12 

10 

8 

7 

6 

Mr.  Smith  in  his  memorandum  to  you  says :  “  Bluefield,  W.  Va.,  and  Roanoke, 
Ya.,  are  located  on  the  Norfolk  and  Western  Railroad,  distant  from  Detroit  by 
the  most  direct  line  527  and  633  miles,  respectively.”  The  distance  to  Bluefield 
is  correctly  stated,  but  the  short-line  distance  to  Roanoke  is,  via  Buchanan,  Va., 
606  miles,  showing  that  this  company’s  road  through  Bluefield  does  not  form  a 
part  of  “  the  most  direct  line  ”  from  Detroit,  Mich.,  to  Roanoke,  Ya.  We  do  not 
believe  that  our  rates  are  in  violation  of  the  act  to  regulate  commerce. 

Yours,  very  truly,  T.  S.  Davant, 

General  Freight  Agent. 

Hon.  J.  C.  Clements, 

Commissioner,  Washington,  D.  C. 


NORFOLK  SOUTHERN  RAILROAD  COMPANY. 


Dear  Sir  :  In  response  to  your  circular  I  have  to  report  as  follows  :  The  rates  to  and 
from  points  on  the  Norfolk  Southern  Railroad  are  in  line  and  conform  to  the  require¬ 
ments  of  the  interstate-commerce  law,  but  the  rates  to  points  beyond  the  terminus  of 
the  road  reached  by  steamers  in  connection  with  the  railroad  are  regulated  by  water 
lines  in  competition.  Especially  is  this  the  case  at  New  Berne  and  Washington,  N.  C., 
where  there  are  three  water  lines  in  operation,  causing  very  low  rates  to  and  from  these 
points. 

Steamers  of  the  Wilmington  Steamship  Company  connect  with  the  Norfolk  Southern 
Railroad  at  Elizabeth  City,  forming  a  through  line,  part  rail  and  part  water,  between 
New  Berne  and  Washington  and  points  north  reached  by  the  Norfolk  Southern  Railroad 
and  its  connections.  The  demoralized  rates  at  these  points  is  the  result  of  the  water 
lines  making  special  rates  to  large  shippers.  This  had  to  be  met  by  making  an  open 
rate  applicable  to  all  alike,  as  required  by  law. 

The  location  of  the  Norfolk  Southern  Railroad  subjects  it  to  water  competition  at  all 
principal  points,  and  while  it  is  our  purpose  to  conform  to  the  law  in  all  respects,  it  is 
absolutely  necessary  to  meet  rates  offered  by  competing  water  lines  at  various  points 
reached  by  steamers  connecting  with  us  at  Elizabeth  City  and  Edenton. 

The  fourth  section  of  the  interstate-commerce  law,  strictly  enforced,  would  deprive  the 
Norfolk  Southern  road  of  its  legitimate  business,  which  would  be  absorbed  by  water  lines 
in  no  way  affected  by  said  law.  A'  general  reduction  of  all  rates  to  and  from  interme¬ 
diate  points  to  conform  to  the  rates  made  by  water  lines,  without  restraint  at  competi¬ 
tive  points,  would  largely  decrease  the  revenue  and  seriously  injure  the  value  of  the  rail¬ 
road  property. 

I  herewith  inclose  present  class  rates  to  New  Berne  and  Washington,  N.  C. ;  also  to 
Elizabeth  City.  The  latter  is  the  transfer  point  and  the  shorter  distance,  but  not  sub¬ 
ject  to  the  same  water  competition  as  New  Berne  and  Washington. 

Respectfully,  etc., 

H.  C.  Hudgins, 
General  Freight  Agent. 

C.  C.  McCain,  Esq., 

Auditor ,  Washington,  D.  G. 


NORFOLK  AND  SOUTHERN  RAILROAD  COMPANY. 

Norfolk,  Va.,  September  16,  1905. 

Dear  Sir:  Replying  to  your  letter,  I  beg  to  advise  that  the  same  conditions 
as  outlined  in  my  letter  to  Auditor  McCain,  October,  1887,  affecting  the  rates 
in  the  territory  reached  by  the  Norfolk  and  Southern  Railroad,  accessible  to 
water  competition,  continue  to  exist.  The  two  canals  from  Norfolk,  as  shown 
on  the  inclosed  map,  and  inlets  on  the  coast,  as  designated,  afford  facilities  for 


S.  Doc.  244,  59-1 - 26 


402 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


the  transportation  of  all  varieties  of  freight  by  steamers,  vessels,  and  barges  to 
and  from  the  principal  points  located  on  the  sounds  and  rivers  of  eastern  North 
Carolina.  This  water  competition  regulates  to  a  great  extent  rail  rates,  espe¬ 
cially  at  Elizabeth  City,  Newbern,  Washington,  and  Wilmington,  necessitating 
lower  rates  from  Norfolk  to  Elizabeth  City,  all  rail,  than  are  in  effect  to  inter¬ 
mediate  stations  for  shorter  distances ;  also  lower  rates  to  Newbern  by  rail 
and  water  via  Belhaven  than  to  Belhaven  proper,  although  there  is  an  additional 
haul  by  steamer  from  Belhaven  to  Newbern  of  88  miles ;  also  Wilmington, 
N.  C.,  87  miles  south  of  Newbern  and  175  miles  beyond  Belhaven,  the  rates 
are  regulated  by  water  transportation,  which  must  be  met,  or  else  the  traffic 
will  be  surrendered  to  the  water  carriers ;  hence  our  rates  to  Wilmington  via 
Belhaven  and  Newbern  are  lower  than  the  rates  in  effect  to  local  stations  on 
the  line  of  the  Norfolk  and  Southern  Railroad  for  shorter  distances. 

These  illustrations  are  given  to  demonstrate  the  impracticability  of  enforc¬ 
ing  uniform  rates  on  a  mileage  basis  to  water  competitive  points,  and  the  neces¬ 
sity  of  meeting  such  competition  by  charging  less  for  longer  than  for  shorter 
hauls.  If  there  is  any  further  information  that  I  can  furnish  I  will  be  very 
glad  for  you  to  advise  me. 

Yours,  truly,  H.  C.  Hudgins, 

General  Freight  Agent. 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

Washington,  D.  C. 


NORTHERN  PACIFIC  RAILROAD  COMPANY. 

Dear  Sir  :  In  response  to  your  circular  letter  dated  20th  ultimo,  I  beg  to  say  that 
the  only  points  upon  the  railroad  of  this  company  or  upon  any  railroad  operated  by  this 
company,  under  lease  or  otherwise,  to  or  from  which  interstate  rates  for  passengers  or 
freight  are  made  less  for  a  longer  than  a  shorter  distance  in  the  same  direction  over  the 
same  line  are  the  rates  to  and  from  the  East  and  Pacific  coast  common  points.  Copies 
of  our  tariffs  are  already  on  file  with  the  Commission,  showing  the  present  rates  from 
the  East  to  Portland,  Astoria,  Tacoma,  Seattle,  and  common  points ;  also  the  rates 
between  Saint  Paul  and  Granite,  Idaho — the  rates  to  the  latter  points  being  in  excess 
of  those  named  to  the  Pacific  coast  common  points.  The  rates  to  and  from  territory 
between  Granite  and  the  Pacific  coast  terminals  are  made  practically  the  rates  to  the 
Pacific  coast,  plus  the  local  rates  back.  We  have  not  yet  issued  tariffs  showing  the 
exact  figures  to  and  from  each  station,  but  I  attach  hereto  copies  of  circulars  showing 
the  basis  upon  which  these  tariffs  will  be  prepared.  It  is  an  almost  endless  task  to 
make  the  tariffs  and  the  amount  of  business  is  very  slight,  but  they  are  being  gradually 
prepared. 

Replying  to  the  last  clause  in  your  circular,  giving  this  company  permission  to  make 
such  explanations  or  statements  as  it  may  desire  concerning  the  circumstances  and  con¬ 
ditions  of  the  traffic  which  we  consider  warrants  the  making  of  the  rates  referred  to,  I 
can  only  state  that  the  evidence  in  this  case  was  all  laid  before  your  board  last  spring, 
and  on  the  23d  day  of  April,  after  an  investigation  of  the  circumstances,  a  temporary 
order  was  granted  relieving  this  company,  with  others  situated  in  like  manner,  from  the 
operations  of  the  provisions  of  section  4  of  the  act  to  regulate  commerce,  etc. 

I  trust  the  above  will  be  of  service  to  you  and  be  a  sufficiently  explicit  answer  to 
your  inquiries. 

Respectfully,  yours,  .  T.  F.  Oakes, 

Vice-President  and  General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington ,  D.  C. 


NORTHERN  PACIFIC  RAILWAY  COMPANY. 

On  Great  Northern  Railway, 

September  26,  1905. 

My  Dear  Sir:  Your  letter  without  date,  inclosing  copy  of  letter  written  by 
Mr.  T.  F.  Oakes,  vice-president  and  general  manager  of  this  company,  to  Mr. 
C.  C.  McCain,  auditor  of  the  Interstate  Commerce  Commission,  early  in  1887, 
referring  to  the  rate  situation  from  the  East  to  Pacific  coast  points  versus 
Spokane  and  interior  Washington  points  as  it  existed  at  that  time. 

The  conditions  surrounding  the  traffic  now,  and  the  adjustment  of  rates  at 
this  time,  are  not  materially  changed  from  the  time  Mr.  Oakes’s  letter  was 
written.  Water  competition  to  Pacific  coast  points  still  necessitates  a  com¬ 
paratively  low  list  of  rates  from  the  East  to  Pacific  coast  points,  and  the  rates 
to  interior  Washington  points,  while  to  a  considerably  less  extent  than  at  the 
time  the  Oakes  letter  was  written,  are  made  on  the  basis  of  the  rates  to  the 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


403 


coast  plus  the  local  back,  and  are  still,  with  a  few  exceptions,  higher  to  the 
interior  than  to  the  coast. 

The  rates  on  packing-house  products  and  other  commodities  which  the  car¬ 
riers  and  dealers  have  learned  from  experience  are  not  subject  to  water  compe¬ 
tition  to  any  controllable  extent,  are  carried  to  the  interior  at  rates  no  higher, 
and  in  most  cases  less,  than  to  the  coast ;  but  on  the  largest  proportion  of  the 
traffic,  it  being  subject  to  the  water  competition,  the  rates  to  the  interior  are 
higher  than  to  the  coast  cities. 

In  twrenty-odd  years  from  the  time  the  Oakes  letter  was  written,  up  to 
date,  the  changes  have  been  so  many  and  so  frequent — brought  about  by  changes 
in  competitive  conditions,  by  increase  in  volume  of  business,  and  the  build¬ 
ing  of  new  lines — that  it  would  be  almost  impossible  to  give  you  a  list  of  all 
which  have  occurred,  and  the  dates  on  which  they  were  made.  On  the  whole, 
the  basis  has  been  considerably  reduced.  In  1891  the  merchants  of  Spokane 
brought  this  condition  and  adjustment  of  rates  to  the  attention  of  the  Inter¬ 
state  Commerce  Commission  in  the  shape  of  a  complaint,  and  from  that  date 
to  1894  it  was  continually  before  the  Commission  and  the  United  States  courts. 
Both  the  Commission  and  the  courts  confirmed  and  approved  the  position  of 
the  carriers  as  a  principle,  and  we  were  authorized  by  both  to  make  com¬ 
petitive  rates  higher  to  the  interior  than  to  the  coast  points  on  account  of  this 
same  water  competition.  The  tariffs  in  effect  at  the  present  time  are  believed 
by  the  carriers  to  be  in  conformity  with  these  decisions,  and  are  on  file  with 
the  Interstate  Commission,  and  on  all  goods  which  are  subject  to  water  com¬ 
petition  the  rates  to  the  interior  are  materially  higher  than  the  rates  to  Pacific 
coast  points,  and  in  a  few  instances  are  the  sum  of  the  rates  plus  the  local 
back,  in  no  case  exceeding  that  amount. 

As  I  stated  before,  the  material  increase  in  our  business  has  enabled  us 
to  make  a  considerable  reduction  in  our  rates  to  the  interior,  and  on  a  large 
percentage  of  our  commodities  the  rates  to  the  interior  points  at  the  present 
time,  while  higher  than  the  rates  to  the  coast,  are  less  than  they  were  at  the 
time  the  Oakes  letter  was  written,  and  are  less  than  the  rates  to  the  coast 
plus  the  local  back. 

I  ami  not  sure  that  I  quite  understand  from  your  letter  what  you  are 
desirous  of  showing  in  your  report  to  Congress.  If  the  information  in  this 
letter,  in  connection  with  the  figures  which  are  on  file  with  the  Commission,  and 
which  I  assume  are  accessible  to  you,  does  not  give  you  all  the  information  you 
want,  if  you  will  advise  me  further  and  a  little  more  in  detail,  I  shall  be  glad 
to  put  some  of  our  clerical  force  at  work  and  prepare  for  you  just  the  state¬ 
ment  that  you  desire. 

Very  truly,  yours,  J.  M.  Hannaford, 

Second  Vice-President. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Washington,  D.  C. 


OCEAN  STEAM-SHIP  COMPANY  OF  SAVANNAH,  PHILADELPHIA  AND 

SAVANNAH  LINE. 

Dear  Sir:  Acknowledging  receipt  of  your  circular  of  October  20,  1887,  I  have  to  say 
that  the  Philadelphia  and  Savannah  line  of  this  company  does  not  carry  passengers,  and 
its  operations  are  confined  strictly  to  freight  traffic  in  connection  with  the  Central  Rail¬ 
road  of  Georgia,  and  Savannah,  Florida  and  Western  Railway  Company  at  Savannah. 
The  rates  applied  to  business  with  these  roads  are  those  of  the  Southern  Railway  and 
Steamship  Association,  as  furnished  by  the  general  freight  agents  of  the  roads  mentioned 
at  Savannah,  to  whom  I  respectfully  refer  you  for  the  information  asked  for  in  your 
circular. 

Very  respectfully,  Wm.  L.  James,  Agent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


OCEAN  STEAM  SHIP  COMPANY.  SAVANNAH. 

Dear  Sir  :  Your  circular  of  October  20  addressed  in  error  to  W.  H.  Rhett,  who  is 
general  agent  Savannah  Fast  Freight  and  Passenger  Line,  has  just  reached  me. 

As  we  have  already  advised  your  department,  this  company  publishes  only  passenger 
rates  and  the  farther  a  man  travels  the  more  he  pays  (in  the  same  direction).  As  to 
freight  rates,  we  are  members  of  the  Southern  Railway  and  Steam-Ship  Association,  and 
any  reply  you  receive  from  the  Central  Railroad  of  Georgia  and  from  the  Savannah, 


404 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Florida  and  Western  Railway,  who  publish  the  rates  in  effect  via  our  steamers  for  points 
beyond  Savannah,  will  undoubtedly  give  all  the  information  you  may  require  as  to  this 
company. 

Yours,  respectfully,  R.  L.  Walker,  Agent. 

Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


OCEAN  STEAMSHIP  COMPANY  OF  SAVANNAH. 

New  York,  September  9,  1905. 

Dear  Sir  :  Your  letter  without  date,  addressed  to  Mr.  E.  R.  Richardson,  gen¬ 
eral  freight  agent  of  this  company,  has  been  referred  to  me. 

This  company  operates  a  line  of  steamships  for  the  purpose  of  engaging  in  the 
transportation  of  freight  and  passengers  primarily  between  the  ports  of  Boston, 
Mass.,  and  Savannah,  Ga.,  end  the  ports  of  New  York,  N.  Y.,  and  Savannah,  Ga. 
Its  rates  of  carriage,  both  for  freight  and  passengers,  have  remained  practically 
the  same  for  ten  years.  Such  changes  as  have  been  made  have  been  in  the  line 
of  reductions. 

It  is  further  engaged  in  the  transportation  of  freight  and  passengers  that 
originate  beyond  the  ports  of  New  York,  Boston,  and  Savannah,  and  is  delivered 
to  this  company  for  carriage  between  these  respective  ports  and  for  delivery  at 
these  respective  ports  to  connecting  carriers.  Its  rates  of  freight  are  on  file 
with  the  Interstate  Commerce  Commission,  filed  by  the  railroads  connecting 
with  this ‘line  at  the  ports  of  Boston,  New  York,  and  Savannah,  or  by  this  com¬ 
pany  direct,  and  the  Interstate  Commerce  Commission  has  been  furnished  with 
all  changes  that  have  been  made  from  time  to  time. 

It  would  be  impracticable  without  many  months  of  labor,  and  perhaps  impos¬ 
sible,  for  me  to  give  you  in  detail  the  changes  that  have  been  made  in  the  rates 
of  freight  and  the  reasons  therefor.  The  present  officers  of  this  company  have 
not  been  connected  with  it  continuously  since  1887,  and  there  are  no  records 
from  which  the  information  could  be  compiled.  As  Messrs.  Walker  and  James 
very  properly  informed  the  auditor  of  the  Interstate  Commerce  Commission  in 
1887,  the  rates  of  freight  are  published  by  our  railway  connections  and  their 
records  should  show  any  changes  that  have  been  made  from  time  to  time,  and 
the  reasons  therefor. 

Assuring  you  of  my  desire  to  cooperate  in  every  way  with  your  committee,  I 
am,  with  much  respect, 

Yours,  very  truly,  W.  El.  Pleasants, 

Vice-President  and  General  Manager. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Senate  of  the  United  States,  Washington,  D.  C. 


OLD  DOMINION  STEAMSHIP  COMPANY. 

Dear  Sir  :  Further  acknowledging  your  circular  of  October  20,  there  are  but  a  few 
through-freight  tariffs  filed  by  us,  viz  : 

New  York  to  Norfolk,  Southern  Railroad  ;  New  York  to  Petersburg,  Va. ;  New  York  to 
and  from  Richmond,  Va.,  via  West  Point. 

Norfolk,  Smithfield,  and  Petersburg,  Va.,  to  various  points  via  New  York  on  peanuts. 

Richmond,  Va.,  to  Texas  points  on  tobacco ;  and  none  of  the  rates  used  thereunder  are 
greater  for  a  shorter  than  for  a  longer  distance  in  the  same  direction  over  the  same  line 
for  the  same  class  of  business. 

The  through-freight  tariffs  on  the  great  bulk  of  the  through  business  we  do  are  filed  by 
the  officials  having  charge  of  issuing  them.  Mr.  Sol.  Haas,  traffic  manager  of  the  Asso¬ 
ciated  Railways  of  Virginia  and  the  Carolinas,  informed  me  that  he  would  reply  as  to 
those  rates,  and  Mr.  T.  S.  Davant,  general  freight  agent  of  the  East  Tennessee,  Virginia 
and  Georgia  Railroad,  informed  me  that  he  would  answer  for  the  Paint  Rock  Line. 

I  have  already  communicated  on  the  subject  with  the  proper  officials  of  our  other  con¬ 
nections,  viz,  the  Virginia,  Tennessee  and  Georgia  Air  Line  and  the  Kanawha  Dispatch 
Line. 

Yours,  respectfully,  W.  H.  Stanford, 

Vice-President. 

C.  C.  Cain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


OLD  DOMINION  STEAMSHIP  COMPANY. 

New  York,  September  21,  1905. 

Dear  Sir  :  Further  replying  to  your  letter  without  date,  receipt  of  which  was 
acknowledged  on  September  11,  I  respectfully  advise  that  the  conditions  as  out- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


405 


lined  in  letter  of  our  former  vice-president,  Mr.  W.  H.  Stanford  (quoted  on 
page  208  of  the  First  Annual  Report  of  the  Interstate  Commerce  Commission, 
1887),  have  not  changed  materially,  nor  have  the  methods  of  issuing  and  filing 
tariffs  covering  traffic  moving  over  this  company’s  lines.  I  respectfully  submit 
below  a  brief  review  of  the  situation  existing  at  the  present  time : 

(1)  Rates  from  New  York  to  Norfolk  and  Southern  Railroad  stations  and 
points  beyond  are  compiled  and  issued  by  the  Norfolk  and  Southern  Railroad, 
and  copies  of  such  issues  are  filed  with  the  Interstate  Commerce  Commission 
by  the  Norfolk  and  Southern  Railroad  and  likewise  by  this  company. 

(2)  Rates  from  New  York  to  Petersburg,  Va.,  in  connection  with  the  Norfolk 
and  Western  Railway  are  issued  and  filed  with  the  Interstate  Commerce  Com¬ 
mission  by  this  company. 

(3)  The  route  from  New  York  to  Richmond,  Va.,  via  West  Point,  Va.,  has 
been  abandoned,  and  rates  via  this  route  withdrawn.  It  has  not  been  our  prac¬ 
tice  to  file  tariffs  applying  via  our  own  direct  steamship  lines  when  the  carriage 
is  entirely  by  water. 

(4)  Rates  on  peanuts  from  Norfolk,  Petersburg,  and  Smithfield  to  various 
points  via  New  York  are  filed  with  the  Commission  by  the  initial  line. 

(5)  Rates  on  tobacco  from  Richmond,  Va.,  to  Texas  points  in  connection 
with  our  line  are  now  issued  by  the  Southern  Pacific  Company  and  filed  with 
the  Commission  by  that  company. 

‘(6)  Rates  from  Norfolk,  Richmond,  etc.,  to  interior  eastern  points  via  New 
York,  thence  via  various  rail  connections,  are  issued  by  us  and  filed  with  the 
Commission.  In  certain  instances  the  tariffs  are  issued  by  connections  to  apply 
in  both  directions  and  are  duly  filed  by  lines  issuing. 

(7)  Tariffs  covering  traffic  in  connection  with  the  Kanawha  Dispatch,  operat¬ 
ing  over  the  Chesapeake  and  Ohio  Railway  and  connections  via  Newport  News 
and  our  line,  are  issued  by  Mr.  Thornton  Lewis,  manager  of  the  Kanawha 
Dispatch,  Cincinnati,  Ohio. 

(8)  Tariffs  covering  traffic  via  Asheville  Line  Route,  operating  over  Southern 
Railway,  are  issued  by  Mr.  R.  A.  Campbell,  manager  Asheville  Line  Route,  St. 
Louis,  Mo. 

(9)  Tariffs  covering  traffic  via  Virginia,  Tennessee  and  Georgia  Air  Line 
operating  over  Norfolk  and  Western  Railway  are  issued  by  Mr.  S.  M.  Stevenson, 
manager  Virginia,  Tennessee  and  Georgia  Air  Line,  New  York  City. 

(10)  Tariffs  covering  traffic  via  Cumberland  Gap  Despatch,  operating  over 
Norfolk  and  Western  Railway,  are  issued  by  Mr.  Andrew  Broaddus,  manager 
Cumberland  Gap  Despatch,  Louisville,  Ky. 

(11)  The  Norfolk  and  Western  Railway  and  Chesapeake  and  Ohio  Railway 
issue  the  tariffs  applying  between  New  York  and  local  stations  on  their  lines. 

(12)  Rates  from  New  York  to  southern  points  in  connection  with  the  South¬ 
ern  Railway,  Seaboard  Air  Line,  and  Atlantic  Coast  Line  Railroad  are  compiled 
and  published  by  Mr.  W.  H.  Fitzgerald,  commissioner  Associated  Railways  of 
Virginia  and  the  Carolinas,  Richmond,  Va.,  and  filed  with  the  Interstate 
Commerce  Commission  by  him. 

(13)  Southeastern  Freight  Association  tariffs  from  New  York,  interior  eastern 
points,  and  Buffalo-Pittsburg  territory  to  southern  points  are  issued  by  Chair¬ 
man  E.  H.  Hinton,  of  the  Southeastern  Freight  Association,  and  copies  filed 
with  the  Interstate  Commerce  Commission  by  him  ;  in  addition  to  which  we 
likewise  file  copy  under  our  Interstate  Commerce  Commission  number. 

In  our  own  local  rates  there  are  no  cases  in  which  a  greater  charge  is  made 
for  an  intermediate  haul  than  for  a  longer  haul  over  the  same  line  and  in  the 
same  direction  on  the  same  class  of  traffic. 

You  will  observe  that  the  through  freight  tariffs  on  practically  all  of  our 
through  traffic  are  compiled,  published,  and  filed  with  the  Interstate  Commerce 
Commission  by  the  officials  having  charge  of  the  issuance  of  such  tariffs  as 
are  enumerated  above,  and  we  respectfully  refer  you  to  them  for  any  specific 
information  you  may  desire  as  to  the  rates  or  changes  therein. 

Trusting  that  the  information  given  above  satisfactorily  answers  your  inquiry, 
I  beg  to  remain, 

Very  truly,  yours,  H.  B.  Walker, 

Vice-President  and  Traffic  Manager . 

Hon.  S.  B.  Elkins, 

Committee  on  Interstate  Commerce , 

Washington,  I).  C. 


406 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


OREGON  RAILWAY  AND  NAVIGATION  COMPANY. 

Dear  Sir  :  I  beg  to  acknowledge  receipt  of  your  letter  of  October  20,  requesting  in¬ 
formation  in  regard  to  the  interstate  freight  and  passenger  rates  which  are  in  effect  upon 
this  company’s  lines. 

I  take  pleasure  in  giving  you  below  a  full  statement  in  regard  to  the  matter  : 

Passenger  rates. — All  of  our  interstate  passenger  rates,  both  local  and  through,  are 
strictly  in  conformity  with  the  interstate  law,  there  being  no  rates  in  effect  higher  than 
those  to  or  from  more  distant  points  in  the  same  direction. 

Freight  rates. — So  far  as  the  lines  owned  and  operated  by  the  Oregon  Railway  and 
Navigation  Company  alone  are  concerned  the  interstate  rates  are  in  strict  conformity 
with  the  law. 

In  connection  with  the  Union  Facific  Railway  and  the  Northern  Pacific  Railway,  with 
which  our  lines  form  through  transportation  routes  between  eastern  terminals  and  the 
Pacific  coast,  we  are  parties  to  tariffs  which  make  lower  rates  between  such  terminal 
points  than  between  intermediate  points. 

I  append  hereto  copies  of  these  tariffs,  etc.,  which,  for  the  sake  of  reference,  are  let¬ 
tered  in  alphabetical  order,  and  give  such  explanations  as  I  think  will  clearly  set  forth 
the  use  made  of  each  one. 

A.  Pacific  coast  tariff ,  west  hound,  No.  if. — This  tariff  gives  the  rate  on  all  west-bound 
through  business  from  eastern  terminals  to  Pacific  coast  terminals. 

B.  Pacific  coast  classification,  west  hound,  No.  2. — This  is  the  classification  governing 
west-bound  through  business,  and  is  used  in  connection  with  tariff  marked  “A.” 

C.  Pacific  coast  tariff,  east  hound,  No.  5. — This  tariff  gives  the  rate  on  east-bound 
through  business  from  Pacific  coast  terminals  to  eastern  terminals. 

D.  Pacific  coast  classification,  east  hound.  No.  2. — This  classification  applies  to  all  east- 
bound  through  freight,  and  is  used  in  connection  with  tariff  marked  “  C.” 

E.  Pacific  coast  tariff.  No.  l,  east  and  ivest  hound. — This  tariff  is  used  as  per  explana¬ 
tion  below  regarding  freight  tariff  marked  “  F.” 

F.  Oregon  Railway  and  Navigation  Company,  local  freight  tariff  {reprint),  No.  2h2. — 
This  tariff  is  used  iu  connection  with  tariff  marked  “A”  in  making  a  through  rate  from 
eastern  terminals  to  interior  local  stations  on  the  Oregon  Railway  and  Navigation  Com¬ 
pany’s  lines.  The  through  rates  to  such  local  points  are  made  by  adding  the  local  rates 
from  Portland  to  such  points  to  the  through  rate  from  eastern  terminals  to  Portland  ; 
but  in  case  the  rates  thus  obtained  are  higher  than  those  given  in  the  tariff  lettered 
“  F  ”  the  rates  as  given  in  the  latter  will  apply.  To  illustrate  :  The  rate  on  furs  from 
New  York  to  Portland,  as  given  in  tariff  marked  “A,”  would  be  $3  per  100  pounds. 
The  rate  on  furs  from  New  York  to  Pendleton  (in  point  231  miles  east  of  Portland, 
as  shown  on  tariff  marked  “E”)  would  be  the  sum  of  the  New  York-Portland  rate,  $3, 
and  the  rate  from  Portland  to  Pendleton,  which  is  $1.10  per  100  pounds,  thus  making 
the  rate  from  New  York  to  Pendleton  $4.10  per  100  pounds.  But  if  this  rate  were  more 
than  the  first-class  rate  on  tariff  lettered  “  F,”  then  the  rate  as  given  by  the  latter  would 
apply. 

This  latter  restriction  is  in  conformity  with  the  order  of  the  Interstate  Commission 
dated  April  23,  1887,  allowing  transcontinental  lines  to  make  lower  rates  on  through 
business  between  eastern  and  western  terminals  than  on  business  originating  at  or  des¬ 
tined  to  interior  points,  with  the  restriction  that  the  rates  charged  for  interior  business 
should  not  be  greater  than  the  rates  in  effect  prior  to  April  20,  1887  (which  rates  are 
given  in  tariff  marked  “E”). 

This  order  is,  of  course,  no  longer  in  effect,  but  we  are  restricting  our  interior  rates  in 
conformity  with  its  requirements. 

Our  through  east-bound  rates  to  eastern  terminals  from  interior  points  on  our  lines 
are  made  up  by  adding  local  rate  back  to  Portland  to  the  through  rate  from  Portland  to 
eastern  terminals,  as  per  tariff  “  C.” 

In  no  case  do  either  our  east-bound  or  west-bound  rates  between  interior  points  and 
eastern  terminals  exceed  the  sum  of  the  through  rate  between  Portland  and  eastern 
terminals  and  the  local  rate  between  Portland  and  such  interior  points. 

G.  Joint  tariff  Northern  Pacific  Railway  Company  and  Oregon  Railway  and  Navigation 
Company  {Oregon  Railway  and  Navigation ,  No.  203),  between  Portland  and  San  Francisco 
and  points  between  Missoula  and  Mandan,  inclusive. — This  tariff  is  in  strict  conformity 
with  the  interstate  laws,  excepting  so  far  as  it  compares  with  through  rates  between 
eastern  and  western  terminals.  In  some  instances  rates  of  this  tariff  are  higher  than 
through  rates. 

H.  Joint  tariff  between  the  Northern  Pacific  Railway  Company  and  Oregon  Railway 
and  Navigation  Company  between  Portland,  Oregon,  and  stations  east  of  Wallula  Junc¬ 
tion,  to  and  including  De  Smet,  Mont. — Same  explanation  applied  to  this  as  to  tariff  “  G.” 

I.  Joint  through  tariff  between  Portland,  Oregon,  and  all  points  on  Oregon  Short  Line, 
Utah,  and  Northern  and  Montana  Union  railways,  Utah  Central  Railway,  Ogden  and 
Spanish  Fork,  inclusive,  and  all  points  on  the  Northern  Pacific  Railway,  Garrison  to 
Helena,  inclusive. — Same  explanation  applies  to  this  as  to  tariff  “  G.” 

J.  Joint  through  freight  tariff  between  Portland,  Oregon,  and  all  points  on  the  Union 
Pacific  system  east  of  Ogden,  in  Utah,  Wyoming,  Nebraska,  Kansas,  and  all  points  on  the 
Denver,  Pacific  and  Kansas  division  in  Colorado,  and  all  points  on  the  St.  Joseph  and 
Grand  Island  Railroad. — Same  explanation  applies  to  this  as  to  tariff  “  G.” 

In  consequence  of  the  fact  that  Portland  is  a  seaport  city  and  that  through  business  to 
this  point  is  subject  to  severe  competition  with  water  routes  and  the  Canadian  Pacific 
Railway,  the  circumstances  and  conditions  of  the  tariff  are  entirely  dissimilar  from  those 
governing  business  to  the  interior  and  the  through  rates  between  eastern  and  western 
terminals  are,  for  this  reason,  placed  on  a  different  basis  from  rates  to  and  from  the  in¬ 
terior. 

Very  respectfully,  yours,  W.  H.  Holcomb, 

General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  interstate  Commerce  Commission,  Washington,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


407 


THE  OREGON  RAILROAD  AND  NAVIGATION  COMPANY  AND  SOUTHERN  PACIFIC 

COMPANY— LINES  IN  OREGON. 

Chicago,  III.,  October  20, 1905. 

Dear  Sir  :  In  reply  to  your  letter  without  date,  inclosing  copy  of  communi¬ 
cation  addressed  to  the  auditor  of  the  Interstate  Commerce  Commission  in 
3887  by  Mr.  W.  H.  Holcomb,  general  manager  of  the  Oregon  Railroad  and  Navi¬ 
gation  Company.  The  conditions  as  stated  in  that  communication  are  the  same 
now  as  then,  except  that  a  very  material  reduction  in  the  rates,  generally  speak¬ 
ing,  has  been  made.  Considering  the  several  tariffs  specifically  mentioned  by 
Mr.  Holcomb,  I  would  advise  as  follows  concerning  the  rates  named  therein 
and  as  compared  with  existing  rates,  taking  the  class  and  a  few  commodity 
rates  as  representative  examples  : 

Pacific  coast  tariff,  west  bound,  No.  It,  1S87. — This  tariff  applied  from  the  Mis¬ 
souri  River  and  east  thereof  to  Pacific  coast  terminals.  Having  no  copy  of  the 
tariff  at  hand,  a  comparison  of  the  existing  rates  is  made  with  the  tariff  which 
superseded  it,  effective  January  1,  1889. 

Class  rates,  west  bound,  to  Pacific  coast  terminals. 


From — 

1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Reduc¬ 

tion. 

New  York: 

January  1,1889 . 

4.20 

3.70 

2.95 

2.30 

2.00 

2.00 

1.80 

1.45 

1.30 

1.20 

Per  cent 

J-  25 

Present . 

3.00 

2.60 

2.20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

Pittsburg: 

January  1,1889 _ 

4.00 

3.50 

2.80 

2.20 

1.95 

1.95 

1.75 

1.40 

1.25 

1.15 

}  22 

Present . . . . 

3.00 

2.60 

2.20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

Cincinnati: 

January  1,1889.. . 

3.95 

3. 45 

2. 75 

2.15 

1.90 

1.95 

1.75 

1.40 

1.25 

1.15 

}  21 

Present . 

3.00 

2.60 

2.20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

Chicago: 

January  1,1889. . 

3.90 

3. 40 

2.70 

2. 10 

1.85 

1.90 

1.70 

1.35 

1.20 

1.10 

}  20 

Present . 

3.00 

2.60 

2.20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

Mississippi  River: 

January  1, 1889 . . 

3.70 

3.20 

2.60 

2.05 

1.80 

1.82 

1.63 

1.30 

1.15 

1.05 

}  16 

Present . 

3.00 

2.60 

2.20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

Missouri  River: 

January  1,1889 . 

3.50 

3.00 

2.50 

2.00 

1.75 

1.75 

1.55 

1.25 

1.10 

1.00 

}  12 

Present . . . . . . 

3.00 

2.60 

2.20 

1.90 

1.65 

1.60 

1.25 

1.00 

1.00 

.95 

The  average  reduction  in  rates  from  the  above  points  is  19.3  per  cent. 


Commodity  rates,  west  bound,  to  Pacific  coast  terminals. 


Missouri 

River. 

Mississippi 

River. 

Chicago. 

Cincin¬ 

nati. 

Pittsburg. 

New 

York. 

Canned  goods: 

January  1,1889  . 

0. 99 

1.06 

1.10 

1.15 

1.15 

1.20 

Present. . 

.90 

.95 

.95 

1.00 

1.00 

1.00 

Reduction _ per  cent.. 

10 

10 

14 

13 

13 

17 

Roasted  coffee: 

January  1, 1889  _ 

1.17 

1.25 

1.30 

1.40 

1.43 

1.50 

Present . . 

.90 

.90 

.90 

.95 

1.00 

1.10 

Reduction _ per  cent.. 

23 

28 

31 

32 

31 

27 

Hardware: 

January  1,1889 . 

1.76 

1.87 

1.95 

2.00 

2.05 

2.15 

Present _ 

1.25 

1.25 

1.25 

1.25 

1.25 

1.25 

Reduction _ per  cent.. 

29 

33 

36 

37 

39 

42 

Bar  iron: 

January  1,1889  . . 

.99 

1.06 

1.10 

1. 15 

1.15 

1.20 

Present . 

.75 

.75 

.75 

.75 

.75 

.75 

Reduction _ per  cent.. 

24 

29 

32 

&5 

35 

37 

Soap: 

January  1 , 1889  _ _ 

.99 

1.06 

1.10 

1.15 

1.15 

1.20 

Present... . 

.75 

.75 

.75 

.75 

.  75 

.75 

Reduction _ per  cent.. 

24 

29 

32 

35 

35 

37 

Barbed  wire: 

Januarv  1, 1889  . . 

.99 

1.06 

1.10 

1.15 

1.15 

1.20 

Present . 

.65 

.155 

.  65 

.80 

.80 

.80 

Reduction _ per  cent.. 

34 

39 

41 

30 

30 

33 

Average  reduction  in  per 

cent  has  been . 

23 

27 

30 

30 

30 

32 

408 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


These  reductions  have  been  occasioned  as  result  of  a  number  of  causes,  viz : 

First.  Competition  of  sea  carriers  operating  from  the  Atlantic  seaboard  to  the 
Pacific  coast. 

Second.  Competition  between  rail  carriers. 

Third.  Downward  tendency  of  rates,  occasioned  by  changed  conditions  and 
increased  volume  of  tonnage. 

“  Pacific  coast  ”  classification  No.  2  has  since  been  discontinued,  and  “  west¬ 
ern  ”  classification  adopted  in  lieu  thereof.  Why  this  was  done  I  do  not  know, 
unless  a  desire  on  part  of  the  carriers  to  adopt  one  classification  for  the  purpose 
of  uniformity  and  convenience. 

Pacific  coast  tariff  eastbound  No.  5. — This  tariff  applied  from  Pacific  coast 
terminals  to  the  Missouri  River  and  beyond.  Having  no  copy  of  the  tariff  at 
hand,  a  comparison  of  the  existing  rates  is  made  with  the  tariff  which  super¬ 
seded  it,  effective  January  1,  1889. 

Class  rates ,  east  bound ,  from  Pacific  coast  terminals. 


To— 

1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Reduc¬ 

tion. 

Missouri  River: 

January  1,1889 . 

3.50 

3.00 

2.50 

2.00 

1.75 

1.75 

1.55 

1.25 

1.10 

1.00 

Per  cent. 
}  12 

Present . . 

3.00 

2.60 

2.20 

1.80 

1.60 

1.60 

1.40 

1.10 

.95 

.  85 

Mississippi  River: 

January  1,1889. . 

3. 70 

3.20 

2.60 

2.05 

1.80 

1.82 

1.63 

1.30 

1.15 

1.05 

}  12 

Present . . . 

3.20 

2.80 

2.30 

1.85 

1.65 

1.67 

1.48 

1.15 

1.00 

.90 

Chicago: 

January  1,1889 _ _ 

3.90 

3.40 

2.70 

2.10 

1.85 

1.90 

1.70 

1.35 

1.20 

1.10 

} 

Present _ _ 

3.40 

3.00 

2.40 

1.90 

1.70 

1.75 

1.55 

1.20 

1.05 

.95 

Cincinnati: 

January  1,1889 . . 

3.95 

3. 45 

2.75 

2.15 

1.90 

1.95 

1.75 

1.40 

1.25 

1.15 

}  11 

Present . . . 

3.45 

3.05 

2. 45 

1.95 

1.75 

1.80 

1.60 

1.25 

1.10 

1.00 

Pittsburg: 

1.95 

1.75 

January  1,1889... . 

4.00 

3.50 

2.80 

2.20 

1.95 

1.40 

1.25 

1.15 

}  11 

Present . 

3.50 

3. 10 

2.50 

2.00 

1.80 

1.80 

1.60 

1.25 

1.10 

1.00 

New  York:  • 

January  1,1889. . 

4.20 

3. 70 

2.95 

2.30 

2.00 

2.00 

1.80 

1.45 

1.30 

1.20 

}  10 

Present . . . 

3. 70 

3.30 

2.65 

2.10 

1.85 

1.85 

1.65 

1.30 

1.15 

1.05 

Average  percentage  reduction  in  the  above  rates  has  been  11  per  cent. 


Commodity  rates,  east  bound,  from  Pacific  coast  terminals. 


Missouri 

River. 

Mississippi 

River. 

Chicago. 

Cincin¬ 

nati. 

Pittsburg. 

New  York. 

Canned  goods: 

January  1,1889  . . 

1.10 

1.10 

1.10 

1.10 

1.10 

1.10 

Present  . .  _ . 

.75 

.75 

.75 

.75 

.  75 

.75 

Reduction,  per  cent _ 

32 

32 

32 

32 

32 

32 

Dried  fruit  (in  boxes): 

January  1 , 1889 . 

1.40 

1.40 

1.40 

1.40 

1.40 

1.40 

Present.. . 

1.00 

1.00 

1.00 

1.00 

1.00 

1.00 

Reduction,  per  cent _ 

28 

28 

28 

28 

28 

28 

Dried  fruit  (in  sacks) : 

January  1, 1889  - . 

1.40 

1.40 

1.40 

1.40 

1.40 

1.40 

Present . . 

1.20 

1.20 

1.20 

1.20 

1.20 

1.20 

Reduction,  per  cent  .... 

14 

14 

14 

14 

14 

14 

Average  percentage  reduction  for  the  above  commodities,  26.5  per  cent. 


These  changes  were  due  to  the  same  causes  as  mentioned  in  connection  with 
west-bound  rates,  above  referred  to. 

Pacific  coast  tariff  No.  1,  east  and  west  bound. — This  tariff  has  since  been 
discontinued,  but  the  general  basis  of  arriving  at  rates  to  and  from  interior 
local  stations  on  the  Oregon  Railroad  and  Navigation  Company’s  lines  and 
points  on  and  east  of  the  Missouri  River  remains  the  same,  namely,  by  adding 
to  or  from  the  rates  applying  at  North  Pacific  coast  terminals  the  local  rates 
between  point  of  origin  or  destination  on  the  Oregon  Railroad  and  Navigation 
Company’s  lines  and  Pacific  coast  terminals,  except  that  the  rates  thus  formed 
are  the  maximum  rates  to  be  charged.  In  many  instances  the  through  rates 
between  interior  local  stations  on  the  Navigation  Company’s  lines  and  points  on 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


409 


and  east  >of  the  Missouri  River  are  less  than  the  combined  local  rates  and  the 
rates  to  or  from  the  terminal  points.  In  making  rates  to  and  from  Pacific 
coast  terminals  and  the  Atlantic  seaboard  and  territory  west  thereof,  the  rail 
lines  are  governed  by  the  competition  of  sea  carriers.  This  competition  does 
not  exist  to  the  same  extent  at  interior  points,  and  therefore  the  rates  to  and 
from  these  interior  points  on  the  Pacific  coast  are  in  many  instances  higher  than 
the  terminal  points. 

Taking  Spokane,  Wash.,  an  interior  point,  as  an  example,  the  following  com¬ 
parison  is  made : 

Between  eastern  points  and  Spokane. 

CLASS  RATES. 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Reduc¬ 

tion. 

Missouri  River: 

Januarv  8, 1890 . 

3.50 

3.00 

2.50 

2.00 

1.75 

1.75 

1.55 

1.25 

1.10 

0.90 

Per  cent. 
}  13 

Present . . 

3.00 

2.60 

2.20 

1.90 

1.50 

1.45 

1.25 

1.10 

.95 

.  85 

Mississippi  River: 

October  1, 1890 . 

Present . 

3. 70 
3.60 

3.20 

3.05 

2. 60 
2.55 

2.05 

2.05 

1.80 

1.70 

L82 

1.65 

1.63 

1.45 

1.30 

1.27 

1.15 

1.05 

1.00 

.96 

}  5 

Chicago: 

October  1, 1890 _  _ . 

3.90 

3.40 

2. 70 

2. 10 

1.85 

1.90 

1.70 

1.35 

1.20 

1.00 

Present . 

3.60 

3.10 

2.60 

2. 10 

1.70 

1.70 

1.45 

1.27 

1.09 

.98 

}  7 

Average  reduction,  8  per  cent 


COMMMODITIES,  WEST  BOUND. 


From— 

Canned 

goods. 

Soap. 

Agricul¬ 
tural  im¬ 
plements. 

Machin¬ 

ery. 

Bar  iron. 

Barbed 

wire. 

Missouri  River: 

January  8, 1890 _ 

1.75 

1.75 

1.75 

1.75 

1.75 

1.75 

Present . 

1.30 

1.20 

1.45 

1.30 

1.00 

1.00 

Reduction _ per  cent.. 

Average  reduction,  31 
per  cent. 

Mississippi  River: 

26 

32 

18 

26 

43 

43 

October  1, 1890 _ 

1.80 

1.75 

1.82 

1.82 

1.80 

1.80 

Present.. . . 

1.35 

1.23 

1.62 

1.40 

1.10 

1.10 

Reduction _ per  cent.. 

Average  reduction,  28 
per  cent. 

Chicago: 

25 

30 

11 

24 

39 

39 

October  1,1890 _ _ 

1.85 

1.75 

1.90 

1. 90 

1.85 

1.85 

Present. _ _ 

1.35 

1.23 

1.65 

1.40 

1.10 

1.10 

Reduction _ per  cent.. 

Average  reduction,  29 
per  cent. 

25 

30 

13 

26 

41 

41 

These  reductions  have  been  brought  about  as  result  of  reductions  made  to 
and  from  the  terminal  points,  competition  between  the  carriers  and  between 
localities,  and  downward  tendency  of  freight  rates. 

Joint  tariff  No.  203,  between  Portland  and  San  Francisco,  and  pomts  between 
Missoula  and  Mandan. — A  comparison  with  existing  rates  follows: 


Portland  to  Montana  common  points. 

CLASS  RATES. 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Increase. 

December  12,1887 . 

Present . . . 

2.35 

2.50 

2.00 
2. 15 

1.75 

1.75 

1.50 

1.50 

1.30 

1.25 

1.25 

1.15 

1.00 

1.00 

0.90 

.90 

0.80 

.75 

0.70 

.65 

Per  cent. 
}  0.4 

410 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Portland  to  Montana  common  points — Continued. 

COMMODITY  RATES. 


December 

12,1887. 

Present. 

Reduction. 

• 

Canned  goods. . . . . . 

1.30 

1.10 

Per  cent. 

15 

Canned  salmon . . . . . . 

1.30 

1.10 

15 

Dried  fruit  (in  boxes) . 

1.50 

1.00 

33 

Dried  fruit  (in  sacks) . 

1.50 

1.20 

20 

Hops  . . . . 

2.00 

2.00 

(<*) 

“  No  change. 


Average  reduction,  commodity  rates,  17  per  cent. 

The  advance  in  class  rates  between  Portland  and  Montana  common  points  is 
but  nominal,  amounting  to  only  four-tenths  of  1  per  cent.  The  reduction  in  the 
commodity  rates  was  brought  about  as  the  result  of  competition  between  the 
carriers  and  between  localities. 

Joint  tariff  between  Portland,  Oreg.,  and  stations  east  of  Wallula  to  and 

including  Desmet,  Mont. 


FROM  PORTLAND  TO  DESMET,  MONT. 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Reduc¬ 

tion. 

April  5, 1887 . 

Present . 

2.95 

2.40 

2.45 

2.05 

2.00 

1.65 

1.75 

1.40 

2.22 

1.20 

1.50 

1.10 

1.35 

.95 

1.15 

.85 

0.90 

.70 

0.80 

.60 

Per  cent. 
}'  81 

FROM  PORTLAND,  OREG.,  TO  MANDAN,  N.  DAK. 

October  5,1887  . 

Present . 

3.97 

3.00 

3.47 

2.60 

2.97 

2.20 

2. 47 
1.80 

3.22 

1.60 

2.07 

1.60 

1.72 

1.40 

1.37 

1.10 

1.07 

.95 

0.97 

.85 

Per  cent. 
}  23 

These  changes  were  occasioned  by  a  general  reduction  in  rates  to  the  territory 
mentioned. 


Joint  tariff  between  Portland  and  all  points  on  Oregon  Short  Line,  TJtah  and 
Northern  and  Montana  Railways,  Utah  Central  Railway,  Ogden  and  Spanish 
Fork,  inclusive,  and  all  points  on  the  Northern  Pacific  Railway,  Garrison  to 
Helena,  inclusive. 

CLASS  RATES. 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Reduc¬ 

tion. 

Ontario,  Oreg.: 

December  12,1887 . 

Present . 

1.90 

1.40 

1.70 

1.30 

1.50 

1.15 

1.30 

1.08 

1.10 

.82 

1.10 

.77 

0. 85 
.64 

0.65 

.58 

0.64 

.46 

0.56 

.34 

Per  cent. 

1  25 

i 

}  21 

Nampa,  Idaho: 

December  12, 1887  . 

2.00 

1.70 

1.50 

1.30 

1.10 

1.10 

.  85 

.71 

.65 

.  56 

Present . 

1.48 

1.37 

1.20 

1.17 

.90 

.80 

.  65 

.60 

.50 

.38 

Mountain  Home: 

December  12,  1887  . 

2.00 

1.70 

1.50 

1.30 

1.10 

1.10 

.85 

.  i  L 

.  65 

.56 

Present . 

2. 01 

1.85 

1.53 

1.32 

1.09 

.94 

.79 

.64 

.  54 

.41 

/  4 

Pocatello: 

December  12, 1887  . 

2.00 

1.70 

1.50 

1.30 

1.10 

1.10 

.  85 

.77 

.  65 

.56 

1  0 

Present, 

2.13 

1.89 

1.53 

1.32 

1.09 

.94 

.79 

.64 

.53 

.43 

r  2 

) 

Average  percentage  reduction,  13  per  cent. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


411 


Joint  tariff  between  Portland  and  all  points  on  Oregon  Short  Line,  etc. — Cont’d. 

COMMODITY  RATES. 


From  Portland. 

• 

Ontario. 

Nampa. 

Mountain 

Home. 

Pocatello. 

Canned  goods: 

December  12,  1887 . . 

1.10 

1.10 

1.10 

1.10 

Present _ _ _ _ 

.82 

.90 

1.09 

.75 

Reduction . 

_ per  cent.. 

25 

18 

1 

32 

Sugar: 

December  12,  1887 . 

1.10 

1.10 

1.10 

1.10 

Present... . . . 

.82 

.90 

1.09 

1.09 

Reduction. . 

_ per  cent.. 

25 

18 

1 

1 

Soap: 

December  12,  1887 . 

1.10 

1.10 

1.10 

1.10 

Present. . . . 

.82 

.82 

.82 

.82 

Reduction .  . . . . 

_ per  cent.. 

25 

25 

25 

25 

Agricultural  implements: 

December  12,  1887 . 

1.10 

1.10 

1.10 

1.10 

Present . . . . 

.77 

.80 

.94 

.94 

Reduction. . . 

_ per  cent.. 

30 

27 

15 

15 

Bar  iron: 

December  12, 1887  . . . 

1.10 

1.10 

1.10 

1.10 

Present . 

.82 

.90 

1.09 

•  97| 

Reduction _ _ _ 

_ per  cent.. 

25 

18 

1 

11 

Barb  wire: 

December  12,  1887  . . . . 

1.10 

1.10 

1.10 

1.10 

Present _ _ _ _ 

.82 

.90 

1.09 

.971 

Reduction. . . 

_ per  cent.. 

25 

18 

1 

11 

Average  reduction . .  . 

. . do _ 

26 

20 

7 

16 

Total  average  reduction,  17  per  cent. 

Portland  to  Salt  Lake  City  (Utah  common  points). 

CLASS  RATES. 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Reduc¬ 

tion. 

October  15, 1887 . 

Present . . 

2.57 

1.75 

2. 14 
1.50 

1.71 

1.25 

1.33 

1.07 

1.28 

.85 

1.28 

.81 

1.15 

.70 

0. 94 
.64 

0.68 

.53 

0. 68 
.465 

Per  cent. 
}  30 

COMMODITY  RATES  FROM  PORTLAND. 


Oct.  15, 1887. 

Present. 

Reduction. 

Canned  goods _ _ _ _ _ _ _ 

1.28 

1.00 

Per  cent. 

22 

Canned  salmon . . . . . 

1.28 

.885 

31 

Dried  fruit  (in  boxes) . . . . 

1.33 

1.00 

25 

Dried  fruit  (in  sacks) . 

1.33 

1.07 

20 

Hops _ _ _ _ _ _ _ _ 

2.14 

1.07 

50 

Average  reduction  commodity  rates,  26  per  cent. 

✓ 

These  reductions  have  been  occasioned  as  the  result  of  competition  between 
the  carriers  and  between  localities  and  the  downward  tendency  of  freight  rates. 


Joint  through  freight  tariff  between  Portland  and  all  points  on  Union  Pacific 
system  east  of  Ogden  in  Utah,  Wyoming,  Nebraska,  and  Kansas,  etc. 

CLASS  RATES,  PORTLAND  TO  COLORADO  COMMON  POINTS. 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Increase. 

December  20, 1887 . 

2.45 

3.00 

2.65 

2.60 

1.55 

1.90 

1.30 

1.55 

1.10 

1.30 

1.20 

1.40 

0.95 

1.20 

0. 77 
.95 

0. 65 
.85 

0.56 

.80 

Per  cent. 
}  20 

Present . 

412 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Joint  through  freight  tariff  between  Portland  and  all  points  on  Union  Pacific 
system  east  of  Ogden  in  Utah ,  Wyoming,  Nebraska,  and  Kansas,  etc. — Cont’d. 


COMMODITY  RATES  FROM  PORTLAND. 


Feb.  14,1888. 

Prqgent. 

Reduction. 

Canned  salmon . . . . . _  _ . . . 

1.25 

0.75 

Per  cent. 

40 

Canned  goods.  . . . . . . 

1.25 

.  75 

40 

Dried  fruit  in  (boxes) . . . . . 

1.50 

1.00 

33 

Dried  fruit  in  (sacks) . . . . . . 

1.50 

1.20 

20 

Hops _ _ _ _ _ _ _ 

2.00 

2.00 

(a) 

“  No  change. 

Average  reduction,  27  per  cent. 


Increase  in  the  class  rates  between  Portland  and  Colorado  common  points 
was  result  of  lining  up  the  rates  with  the  rates  from  other  territories,  the 
reductions  being  occasioned  as  result  of  competition  between  the  carriers  and 
between  localities  and  the  downward  tendency  of  freight  rates. 

In  response  to  your  inquiry  for  typical  instances  where  greater  charges  for 
intermediate  than  for  longer  hauls  over  the  same  line  and  in  the  same  direction 
are  made,  I  would  advise  as  follows : 

Canned  goods :  New  York  to  Portland,  Oreg.,  $1  per  100  pounds ;  New  York  to 
Pendleton,  Oreg.,  $1.48  per  100  pounds. 

This  refers  to  a  route  comprising  several  carriers  operating  wholly  by  rail  and 
as  a  through  line.  The  rate  from  New  York  to  Portland  is  the  result  of  water 
competition  via  Cape  Horn  and  the  Isthmus  of  Panama,  which  competition  does 
not  exist  to  the  same  extent  at  Pendleton ;  yet  the  rate  from  New  York  to 
Pendleton  is  lower  that  the  rate  from  New  York  to  Portland  plus  the  rate 
from  Portland  to  Pendleton,  the  latter  being  55  cents  per  100  pounds. 

Canned  goods :  Payette,  Idaho,  to  Portland,  Oreg.,  40  cents  per  100  pounds  * 
Payette,  Idaho,  to  The  Dalles,  Oreg.,  50  cents  per  100  pounds. 

Transportation  from  Payette,  Idaho,  to  Portland  is  by  two  carriers,  wholly 
by  rail,  and  operating  as  a  through  line.  The  rate  to  Portland  is  made  for  the 
purpose  of  enabling  the  Payette  packers  to  compete  with  the  packers  in  Cali¬ 
fornia,  the  rate  from  California  to  Portland  being  relatively  low  and  subject  to 
the  competition  of  sea  carriers.  Rate  from  California  to  The  Dalles,  Oreg.,  is 
10  cents  per  100  pounds  higher  than  to  Portland,  and  the  same  arbitrary  is 
added  to  the  Portland  rate  in  arriving  at  the  through  rate  from  Payette,  Idaho, 
to  The  Dalles. 


1. 

2. 

3. 

4. 

Portland  to  Connell,  Wash. . . . 

1.18 

1.06 

0.89 

0.79 

Portland  to  Lacrosse . . .  . . 

1.25 

1.10 

.90 

.80 

Lacrosse,  Wash.,  is  intermediate  to  Connell,  and  reached  only  by  the 
Oregon  Railroad  and  Navigation  Company.  Distance,  Portland  to  Connell,  361 
miles ;  to  Lacrosse,  308  miles.  (This  covers  transportation  by  a  single  carrier 
via  an  all-rail  route.)  Connell,  Wash.,  is  a  point  served  by  both  the  Oregon 
Railroad  and  Navigation  Company  and  Northern  Pacific  Railroad.  Distance 
from  Seattle,  Wash.,  to  Connell,  Wash.,  via  Northern  Pacific  Railroad,  290 
miles.  In  order  to  place  Portland  shippers  on  an  equality  with  Seattle  shippers, 
the  Oregon  Railroad  and  Navigation  Company  makes  the  same  rate  from  Port¬ 
land  to  Connell  as  the  Northern  Pacific  Railroad  makes  from  Seattle  to  Con¬ 
nell.  A  higher  rate  from  Portland  to  Connell  than  from  Seattle  to  Connell 
would  prevent  the  Portland  shippers  from  doing  any  business  at  Connell. 

Coal :  Rock  Springs,  Wyo.,  to  Portland,  Oreg.,  $4  per  ton ;  Rock  Springs, 
Wyo.,  to  Pendleton,  Oreg.,  $4.25  per  ton. 

This  covers  transportation  by  three  carriers  over  an  all-rail  route,  and 
operating  as  a  through  line.  The  lower  rate  from  Rock  Springs  to  Portland 
than  to  Pendleton  is  made  for  the  purpose  of  meeting  the  competition  of  coal 
shipped  from  Roslyn,  Wash.,  to  Portland,  Oreg.,  via  a  competing  line  with  a 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


413 


.shorter  haul,  and  also  to  compete  with  coal  shipped  to  Portland  by  vessel, 
which  competition  does  not  exist  to  the  same  extent  at  Pendleton,  Oreg. 

Yours,  truly, 

R.  B.  Miller, 
General  Freight  Agent. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

Senate  of  the  United  States ,  Washington,  D.  C. 


PENNSYLVANIA  RAILROAD  COMPANY. 

Philadelphia,  November  12,  1887. 

Dear  Sir  :  In  response  to  the  inquiry  contained  in  your  circular  of  October  20,  1887, 
I  have  to  say  that  there  are  no  points  upon  the  railroad  of  this  company,  or  upon  any 
railroad  operated  by  this  company,  under  lease  or  otherwise,  to  or  from  which  this  com¬ 
pany  has  made  interstate  rates,  for  passengers  or  freight,  either  alone  or  in  combination 
with  other  roads,  greater  than  the  rates  to  or  from  more  distant  points  in  the  same  direc¬ 
tion  over  the  same  line. 

Yours,  truly, 

Frank  Thomson, 

.  .  Second  Vice-President. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission. 


ALLEGHENY  VALLEY  RAILROAD. a 

Dear  Sir  :  I  have  your  circular  of  October  20  in  regard  to  the  rates  to  and  from  inter¬ 
state  points,  and  in  reply  w.ould  say  that  the  Allegheny  Valley  Railroad  is  a  corpora¬ 
tion  wholly  within  the  State  of  Pennsylvania,  and  therefore  the  only  interstate  rates 
that  we  have  are  made  by  reason  of  our  connections  with  other  lines. 

The  rates  in  force  and  issued  by  this  company  are  all  made  to  conform  with  the  pro¬ 
visions  of  the  interstate-commerce  act  as  understood  by  us,  viz,  that  in  no  case  shall 
a  higher  rate  be  charged  for  a  short  haul  than  for  a  long  haul,  and  to  our  best  knowledge 
there  is  no  deviation  from  this  rule,  except  one  case,  of  which  I  advised  you  under  date 
of  May  21,  1887.  The  circumstances  governing  this  case  are  as  follows  : 

In  November  or  December,  last  year,  before  the  interstate-commerce  hill  was  agitated 
or  came  under  discussion,  an  agreement  was  made  with  Galusba  A.  Grow,  owner  of 
Brady’s  Bend  Mining  Company,  agreeing  to  a  rate  of  85  cents  per  ton  on  120,000  tons  of 
coal  to  be  shipped  in  cars  furnished  by  the  Grand  Trunk  Railway  of  Canada  to  that  com¬ 
pany  for  its  supply  purposes,  same  to  be  in  effect  from  May  1,  1887,  to  May  1,  1888.  Aft¬ 
erwards,  when  the  interstate-commerce  bill  was  passed  and  all  rates  were  revised,  it 
was  arranged  between  this  company  and  its  connections  and  with  competing  roads  that 
the  rate  on  coal,  dating  from  April  16,  1887,  should  be  $1.15  per  ton  (reduced  June  1 
to  $1.10  per  ton)  to  Buffalo,  and  at  this  rate  all  coal  has  been  charged  since  that  date. 
Mr.  Grow,  in  addition  to  the  coal  shipped  to  Buffalo  for  the  Grand  Trunk  supply  at  85 
cents  per  ton.  has  shipped  considerable  coal  to  Buffalo  for  miscellaneous  trade,  on  which 
he  has  paid  $1.10  per  ton,  but  the  other  mines  in  the  neighborhood  of  his  mine  have  all 
been  charged  on  a  basis  of  $1.10  per  ton.  There  are  three  mines  north  of  Mr.  Grow’s 
mine  that  ship  coal  to  Buffalo,  and  are  charged  at  the  rate  of  $1.10  per  ton,  while  we  are 
carrying  out  the  agreement  made  with  Mr.  Grow  on  the  basis  of  85  cents  ;  but  we  have 
taken  the  position  that  we  are  morally  bound  to  carry  out  the  contract  with  Mr.  Grow 
on  the  basis  of  85  cents  per  ton,  and  that  the  charging  of  $1.10  per  ton  on  other  coal  was 
not  a  violation  of  the  law,  the  circumstances  and  conditions  governing  the  making  of 
the  rate  not  being  similar.  This  conclusion  was  reached  after  full  consultation  with 
Messrs.  Hampton  &  Dalzell,  attorneys  for  the  company,  and  William  Scott,  attorney  for 
the  receivers. 

No  other  mines  are  affected  by  this  rate,  as  they  have  no  contract  with  the  Grand  Trunk 
Railway  Company. 

Yours,  truly,  E.  H.  Utley, 

General  Freight  and  Passenger  Agent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


BUFFALO,  NEW  YORK  AND  PHILADELPHIA  RAILROAD  COMPANY.0 

Dear  Sir:  Your  circular  of  October  20,  1887,  has  been  duly  received,  I  have  had  the 
general  freight  agent  go  over  the  published  tariff  sheets  to  see  at  this  time  whether  there 
are  any  cases  where  the  local  tariff  is  in  excess  of  the  through  rate.  As  our  through 
tariffs  are  mostly  made  by  the  connecting  roads  on  competitive  business,  and  no  notice 
is  necessary  for  decreasing  tariffs,  by  the  acceptance  of  our  proportion  we  are  often  put 
into  a  position  of  accepting  a  rate  lower  than  our  local  tariff,  as  in  the  case  between 
Rochester  and  Pittsburg,  which  are  shipments  via  Oil  City  to  Rochester,  and  vice  versa. 


«Tliis  property  is  now  controlled  by  the  Pennsylvania  Railroad.  See  response 
of  that  company  to  the  present  inquiry. 


414 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  rate  also  from  Oil  City  to  Buffalo  division  points  is  higher  than  the  through  rate  to 
Rochester  where  portions  of  the  same  line  are  used,  yet  the  instructions  to  agents,  and 
also  to  the  auditor  of  this  company,  are  to  substitute  the  through  tariff  for  the  local 
tariff  wherever  the  local  exceeds  the  through  rate  ;  hence  the  frequent  issue  of  special 
tariff  sheets. 

In  consequence  of  being  compelled  to  accept  the  through  rates  made  by  other  roads, 
or  lose*  the  business,  our  local  tariffs  have  been  undergoing  a  constant  revision,  and  1 
hope  the  checking  of  our  local  tariffs  will  be  completed  shortly,  and  then  they  will  be 
reprinted,  correcting  the  rates  where  the  same  are  in  excess. 

Very  truly, 

G.  Clinton  Gardner,  Receiver. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


THE  PENNSYLVANIA  RAILROAD  COMPANY. 


Philadelphia,  September  25,  1005. 


Dear  Sir  :  In  reply  to  your  several  letters  making  inquiry  as  to  the  conditions 
relative  to  the  long-and-sliort-liaul  clause  of  the  interstate  commerce  act,  as 
covered  by  letters  from  Messrs.  G.  Clinton  Gardner,  then  receiver  of  the  Buffalo, 
New  York  and  Philadelphia  Railroad;  E.  PI.  Utley,  then  general  freight  agent 
of  the  Allegheny  Valley  Railway,  and  Frank  Thomson,  then  second  vice-presi¬ 
dent  of  the  Pennsylvania  Railroad. 

Referring  to  the  letter  from  Mr.  Gardner — this  deals  largely  with  the  publica¬ 
tion  of  through  rates  from  points  beyond  his  line,  wherein  the  said-  through 
rates  might  be  lower  than  his  local  tariff.  The  conditions  existing  to-day  are 
entirely  different,  and  no  through  rates  are  published  that  would  establish  a 
lower  rate  for  a  longer  haul  than  charged  for  a  shorter  haul,  excepting  the  case 
of  through  class  rates  from  Rochester  to  Boston,  where  we  do  publish  lower 
rates  than  we  publish  from  Olean  to  Boston,  Olean  being  intermediate.  Also, 
Buffalo  to  Erie,  Pa.,  Belle  Valley  being  intermediate ;  and  Rochester  to  Titus¬ 
ville,  Pa.,  Hydetown  being  intermediate. 

The  reason  for  establishing  the  said  rates  is  to  meet  the  short-line  mileage  of 
the  New  York  Central,  Boston  and  Albany,  Lake  Shore  and  Michigan  Southern 
and  Dunkirk,  Allegheny  Valley  and  Pittsburg  roads,  which  establish  the  through 
rates ;  and  our  meeting  these  conditions  does  not  effect  the  shippers  from  inter¬ 
mediate  points,  as  the  conditions  would  exist  whether  we  participated  in  the 
traffic  or  not. 

As  to  Mr.  Utley’s  letter  the  conditions  described  therein  do  not  exist  to-day. 

Referring  to  the  letter  from  Mr.  Thomson — there  has  been  some  change  in 
the  conditions  since  this  letter  was  written,  and  we  do  make  in  some  cases  lower 
rates  from  more  distant  points  without  applying  the  same  to  intermediate 
points.  These  rates,  however,  are  made  and  published  either  to  meet  water 
competition  or  short-route  competition. 

In  order  that  you  can  more  clearly  understand  the  conditions  now  existing,  I 
have  attached  two  sheets  showing  some  typical  instances  where  we  publish  cer¬ 
tain  rates  and  under  what  conditions,  which  I  trust  will  be  plain  to  you. 

Illustrating  a  particular  case  in  point,  I  have  prepared  the  attached  skeleton 
map  showing  our  route  from  Elmira  to  Rochester,  between  which  cities  we  pub¬ 
lish  a  line  of  class  rates  to  meet  rates  by  the  direct  line  of  the  Erie  Railroad. 

In  handling  the  traffic  under  these  rates  it  would  move  through  Williamsport 
and  Emporium,  to  which  points  we  carry  higher  rates,  and  rather  than  reduce 
the  Williamsport  and  Emporium  rates,  owing  to  our  carrying  lower  rates  from 
Elmira  to  Rochester,  we  would  be  forced  to  share  the  revenue  on  this  traffic 
with  the  New  York  Central  and  Hudson  River  Railroad  via  Canandaigua,  in¬ 
stead  of  handling  via  our  own  lines  direct.  We  could  not  afford  to  reduce  the 
rates  to  Williamsport  and  Emporium,  and  if  we  had  to  resign  the  entire  haul  on 
the  Elmira  traffic  we  would  be  deprived  of  a  share  in  the  same,  and  the  shippers 
would  be  deprived  of  another  line  to  handle  their  business  and  at  the  same  time 
no  benefits  would  accrue  to  the  Williamsport  or  Emporium  shippers. 

If  there  is  any  more  information  on  this  subject  which  I  can  give  you,  I  will 
be  only  too  glad  to  comply  with  any  request  you  may  make. 

Yours,  truly, 


Geo.  D.  Dixon, 
Freight  T raffle  Manager. 


Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Senate  of  the  United  States,  Washington,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


415 


(The  statements  referred  to  in  the  foregoing  are  as  follows :) 

Because  of  competition  via  Kanawha  Despatch,  Norfolk  and  Western  De¬ 
spatch,  etc.,  operating  via  South  Atlantic  ports,  we  apply  via  Pittsburg,  Pa., 
and  Pittsburg,  Cincinnati,  Chicago  and  St.  Louis  Railway  from  Baltimore,  Md., 
to  Cincinnati,  Ohio,  on  canned  goods  rate  of  (carload)  22  cents  per  100  pounds. 

To  reach  Cincinnati  we  pass  through  Linwood,  Ohio,  to  which  point  our  rate 
is  (carload)  23  cents  per  100  pounds. 


Class. 

1. 

2. 

3. 

4. 

5. 

6. 

To  meet  rates  via  steamer  lines  we  apply  via  Richmond  or 
Norfolk  and  the  Atlantic  Coast  Line  Rwy.  from  New 
York,  N.  Y..  and  Philadelphia,  Pa.,  to  Wilmington,  N.  C  .. 

75 

62 

52 

44 

34 

24 

To  reach  Wilmington,  N.  C.,  we  pass  through  Gordon,  N.  C., 

to  which  point  our  class  rates  are  _ _ _ 

To  meet  short-line  rates  via  Lake  Shore  and  Michigan 
Southern  Rwy.  and  Cleveland,  Cincinnati,  Chicago  and 
St.  Louis  Rwy.  we  apply  via  Washington.  D.  C.,  and  Chesa¬ 
peake  and  Ohio  Rwy.  from  Buffalo,  N.  Y.,  to  Cincinnati, 

103 

90 

76 

61 

52 

41 

42 

36 

27 

18* 

21 

15* 

18 

13 

To  reach  Cincinnati,  Ohio,  we  pass  through  Charleston, 
W.  Va.,  to  which  point  our  class  rates  are  . . . . . 

45 

39 

30 

15 

To  meet  the  Rochester  rates  via  Lake  Shore  and  Michigan 
Southern  Rwy.  and  Cleveland.  Cincinnati,  Chicago  and 
St.  Louis  Rwy.  we  apply  via  Pittsburg.  Pa  ,  and  Pittsburg, 
Cincinnati,  Chicago  and  St.  Louis  Rwy.  from  Canandai¬ 
gua,  N.  Y.,  to  Chicago,  Ill . . . } . 

53 

46 

35 

25 

21 

18 

In  coming  from  Canandaigua,  N.  Y.,  we  pass  through  Wil¬ 
liamsport,  Pa.  (a  Baltimore  rate  point),  from  which  point 
our  class  rates  to  Chicago  are _ _ 

67 

57 

47 

32 

27 

22 

To  meet  Buffalo  rates  via  Lake  Shore  and  Michigan  South¬ 
ern  Rwy.  and  Cleveland,  Cincinnati,  Chicago  and  St  Louis 
Rwy.  we  apply  via  Pittsburg,  Pa.,  and  Pittsburg,  Cincin¬ 
nati,  Chicago  and  St.  Louis  Rwy.  from  Ebenezer,  N.  Y., 
to  Chicago,  Ill. _ _ _ _ _ _ 

45 

39 

30 

s. 

21 

18 

15 

In  coming  from  Ebenezer,  N.  Y.,  we  pass  through  Olean, 
N.  Y.  fa  Rochester  rate  point),  from  which  point  our  class 
rates  to  Chicago  are . . . . . 

53 

46 

a5 

25 

21 

18 

Rochester,  N.  Y.,  to  Boston,  Mass. ;  class  rates,  40,  35,  27b,  20b,  1 7b,  15 ;  issued 
via  Pennsylvania  Railroad,  Olean,  Emporium,  Jersey  City,  and  New  York,  New 
Haven  and  Hartford  Railroad  to  meet  the  short-line  rates  in  force  via  the 
New  York  Central  and  Hudson  River  Railroad,  Albany,  and  the  Boston  and 
Albany  Railroad. 

Olean,  N.  Y.,  to  Boston,  Mass. ;  class  rates,  44,  38,  301,  211,  181,  15. 

Norristown,  Pa.,  to  Boston,  Mass. ;  class  rates,  35,  30,  25,  20,  17,  15 ;  issued 
via  Pennsylvania  Railroad,  Pottsville,  Wilkesbarre,  Delaware  and  Hudson  Com¬ 
pany,  and  the  Boston  and  Maine  Railroad,  to  meet  the  short-line  rates  in  force 
via  the  Pennsylvania  Railroad,  Jersey  City,  and  the  New  York,  New  Haven  and 
Hartford  Railroad. 

Pottsville,  Pa.,  to  Boston,  Mass. ;  class  rates,  38,  33,  25,  20,  17,  15. 

Elmira,  N.  Y.,  to  Rochester,  N.  Y. ;  class  rates,  24,  20,  17,  12,  10,  9 ;  issued  via 
Pennsylvania  Railroad,  Williamsport,  Emporium,  and  Olean,  to  meet  the  short¬ 
line  rates  in  force  via  Pennsylvania  Railroad,  Canandaigua,  and  New  York  Cen¬ 
tral  and  Hudson  River  Railroad,  or  direct  via  Lehigh  Valley  Railroad  or  Erie 
Railroad. 

Elmira,  N.  Y.,  to  Emporium,  Pa. ;  class  rates,  35,  30,  23,  16,  14,  12. 

New  York,  N.  Y.,  to  Norfolk,  Va. ;  class  rates,  32,  27,  23,  20,  15,  12 ;  issued  via 

Pennsylvania  Railroad,  Delmar,  and  the  New  York,  Philadelphia  and  Norfolk 
Railroad  to  meet  the  rates  in  force  via  water. 

New  York,  N.  Y.,  to  Delmar,  Del. ;  class  rates,  40,  35,  27,  21,  18,  15. 

New  York.  N.  Y.,  to  Richmond,  Va. ;  class  rates,  37,  32,  26,  23,  17,  14 ;  issued 

via  Pennsylvania  Railroad,  Quantico,  and  the  Richmond,  Fredericksburg  and 
Potomac  Railroad  to  meet  the  rates  in  force  via  water. 

New  York,  N.  Y.,  to  Quantico.  Va. ;  class  rates,  38,  33,  27,  23,  17,  14. 

Buffalo,  N.  Y.,  to  Erie,  Pa. ;  class  rates,  22,  20,  17,  12,  9,  8 ;  issued  via  the  Penn¬ 
sylvania  Railroad  via  Corry  to  meet  the  short-line  rates  in  force  via  Lake  Shore 
and  Michigan  Southern  Railroad  or  the  New  York,  Chicago  and  St.  Louis  Rail¬ 
way  direct. 

Buffalo,  N.  Y.,  to  Belle  Valley,  Pa. ;  class  rates,  23,  22,  18,  12,  9,  8. 

Rochester,  N.  Y.,  to  Titusville,  Pa. ;  class  rates,  30,  26,  20,  14£,  11,  9$ ;  issued 


416 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


via  Pennsylvania  Railroad  to  meet  the  short-line  rates  in  force  via  the  Erie 
Railroad  and  the  Dunkirk,  Allegheny  Valley  and  Pittsburg  Railway. 

Rochester,  N.  Y.,  to  Hydetown,  Pa. ;  class  rates,  33,  29,  21,  16,  14,  12. 

Elmira,  N.  Y.,  to  Buffalo,  N.  Y. ;  billets,  etc.,  $1.40  per  2,240  pounds ;  issued 
via  Pennsylvania  Railroad,  Williamsport,  Emporium,  to  meet  the  short-line  rates 
in  force  via  Pennsylvania  Railroad,  Canandaigua,  and  the  New  York  Central 
and  Hudson  River  Railroad,  or  direct  via  Lehigh  Valley  Railroad,  Erie  Railroad, 
or  Delaware,  Lackawanna  and  Western  Railroad. 

Elmira,  N.  Y.,  to  Emporium,  Pa ;  billets,  etc.,  $2.08  per  2,240  pounds. 


PENNSYLVANIA  COMPANY.  PITTSBURGH,  CINCINNATI  AND  ST.  LOUIS  RAIL¬ 
WAY  COMPANY.  CHICAGO,  ST.  LOUIS  AND  PITTSBURGH  RAILROAD  COM¬ 
PANY. 


Dear  Sir  :  Your  circular  letter  of  October  20,  18S7,  asking  for  information  respecting 
relative  rates  charged  upon  long  and  short  haul  traffic,  reached  my  office  when  I  was 
absent,  on  an  extended  trip  to  the  West  and  South.  Ill  health  and  pressure  of  other 
business  since  my  return  have  prevented  me  from  answering  until  to-day. 

Our  company,  acting  upon  the  interpretation  of  section  4  of  the  interstate-commerce 
law,  as  given  by  its  author.  Senator  Cullom,  has  established  through  lines  with  many 
connecting  carriers  and  fixed  through  rates  in  pursuance  of  such  agreements.  A  copy  of 
such  agreements  and  the  tariffs  established  under  them  have  been  promptly  filed  in  your 
office.  Such  tariffs  have  also  been  invariably  published,  and  the  through  rates  thus 
fixed  have  in  no  instance,  except  as  hereafter  stated,  to  my  knowledge  been  less  than 
the  rate  that  has  been  charged  for  similar  traffic  over  the  same  line  hauled  a  shorter 
distance  ;  although  the  proportion  of  the  through  rate  which  this  company  has  received 
under  such  circumstances  has  been  less  in  some  instances  than  it  has  received  for  like 
traffic  hauled  a  shorter  distance  over  the  same  line. 

The  exception  above  stated  applies  solely  to  traffic  which  is  interchanged  between 
this  company  and  certain  lines  south  of  the  Ohio  River,  which  are  seriously  affected  by 
water  competition,  viz :  Louisville  and  Nashville  Company,  Cincinnati  Southern  Com¬ 
pany,  and  Newport  News  and  Mississippi  Valley  Company.  In  respect  to  these  lines  we 
have  agreed  with  them  upon  rates  to  and  from  certain  terminal  points  ;  but  as  to  freight 
destined  to  certain  intermediate  points  on  the  line  of  one  company  which  originates  on 
the  line  of  the  other,  there  is  no  doubt  a  greater  aggregate  sum  has  been  charged  for  the 
shorter  distance  than  is  charged  for  similar  traffic  for  a  longer  distance  in  the  same  direc¬ 
tion  over  the  same  line.  But  in  such  cases  of  freight  destined  to  intermediate  points  a 
through  rate  is  not  named,  and  such  company  bills  to  its  own  terminus  only  and  charges 
its  own  local  rate ;  the  connecting  company  receives  the  freight  at  its  terminus  and 
charges  its  local  rate  to  destination. 

We  were  at  first  reluctant  to  enter  into  this  arrangement,  regarding  it  as  the  only  point 
in  which  in  any  respect  our  conduct  could  be  regarded  as  not  strictly  conformable  to  the 
interstate-commerce  law7.  We  finally  consented  to  make  the  arrangement  upon  the  urgent 
solicitation  of  the  lines  south  of  the  Ohio  River,  w7ho  represented  that  their  business 
would  be  vitally  injured  if  such  an  arrangement  could  not  be  made  as  had  subsisted  be¬ 
tween  our  company  and  theirs  before  the  passage  of  the  interstate-commerce  law,  and 
upon  the  theory  that  after  all  a  violation  of  the  law  might  not  be  involved  if  each  com¬ 
pany,  so  far  as  freight  destined  to  the  intermediate  points  referred  to  was  concerned, 
billed  only  to  its  own  terminal  and  collected  its  local  charges  thereon. 

Yours,  respectfully, 


.T.  N.  McCullough, 

First  Vice-President  Pennsylvania  Company,  Pittsburgh,  Cincinnati  and  St.  Louis  Rail¬ 
way  Company,  Chicago,  St.  Louis  and  Pittsburgh  Railroad  Company. 


Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


PENNSYLVANIA  LINES  WEST  OF  PITTSBURG. 

Pittsburg,  Pa.,  September  26,  1905. 

Dear  Sir:  In  reply  to  your  communication,  inclosing  copy  of  letter  written 
some  time  in  1887,  by  Mr.  J.  N.  McCullough,  first  vice-president  Pennsylvania 
Company,  to  Mr.  C.  C.  McCain,  auditor  Interstate  Commerce  Commission,  re¬ 
specting  the  relative  rates  charged  by  our  western  lines  upon  long  and  short 
haul  traffic,  I  beg  to  say  that  there  has  been  no  change  in  practice  as  set  forth 
in  Mr.  McCullough’s  letter  to  Mr.  McCain.  In  the  adjustment  of  freight  rates 
between  points  on  our  own  roads,  the  rates  for  the  greater  distances  are  in 
no  case  less  than  those  for  the  shorter  distances  over  the  same  line  in  the  same 
direction,  the  shorter  being  included  in  the  longer,  and,  as  far  as  my  knowl¬ 
edge  goes,  I  believe  the  same  practice  is  generally  true  on  the  lines  of  other 
roads  in  the  territory  traversed  by  our  lines ;  that  is,  west  of  Pittsburg  and 
Erie  north  of  the  Ohio  River  and  east  of  the  Mississippi  River.  There 
are  some  departures  from  this  practice  as  a  result  of  unusual  circumstances 
and  conditions,  but  they  are  rare  and  are  caused  by  the  application  by  the 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


417 


indirect  routes  of  the  rates  made  by  the  direct  routes,  involving  on  the 
part  of  such  indirect  routes  the  carrying  of  the  business  through  the  higher 
rate  points ;  as  in  the  case  of  the  Chicago,  Indianapolis  and  Louisville  Rail¬ 
way  Company,  which  road,  by  its  own  line  and  connections,  applies  from 
Indianapolis,  Ind.  (from  which  point  the  rates  to  seaboard  are  based  upon  93 
per  cent  of  the  rates  from  Chicago  to  New  York),  the  same  rates  that  are 
made  by  our  own  and  other  direct  lines  from  Indianapolis  to  seaboard, 
although  it  carries  the  business  through  points  taking  a  higher  rate  to  seaboard 
than  Indianapolis.  (See  Interstate  Commerce  Commission  Reports,  vol.  1, 
p.  199,  David  F.  Allen  and  another  v.  The  Louisville,  New  Albany  and 
Chicago  Railroad  Company — now  the  Chicago,  Indianapolis  and  Louisville 
Railway — heard  September  20,  1887,  decided  October  31,  1887.) 

Freight  is  taken  by  the  Pittsburg  and  Lake  Erie  Railroad  Company  from 
Pittsburg  to  seaboard  cities  through  Youngstown.  Ohio,  from  which  point  the 
rates  to  seaboard  are  higher  than  from  Pittsburg,  and  this  practice  was 
virtually  approved  by  the  Interstate  Commerce  Commission  in  its  opinion 
“  In  the  matter  of  the  petition  of  the  Louisville  and  Nashville  Railroad  Com¬ 
pany.”  (Interstate  Commerce  Commission  Reports,  vol.  1,  pp.  81  to  83.) 

Our  lines  do  not  extend  south  of  the  Ohio  River,  and  on  business  destined  to 
or  coming  from  points  south  of  the  Ohio  River,  known  as  “  prorating  territory,” 
through  rates  from  and  to  points  north  of  the  Ohio  River  are  published  and 
divided  pro  rata  or  on  agreed  percentages  between  the  roads  north  and  south  of 
the  Ohio  River.  The  southern  prorating  points  and  the  present  class  rates 
from  Chicago,  Ill.,  are  as  follows : 


Classes. 

1. 

9 

8. 

4. 

5. 

6. 

Hickman,  Ky  .  _ _ . .  _ _ _ _ 

60 

50 

40 

33 

27 

24 

Memphis,  Tenn  _ _ _ 

New  Orleans,  La.;  Baton  Rouge,  La.;  Bayou  Sax-a,  La.:  Fri¬ 
ars  Point,  Miss.;  Greenville,  Miss.;  Huntington,  Miss.; 
Rosedale,  Miss.;  Vicksburg,  Miss.;  Wai*i-enton,  Miss.; 
Natchez.  Miss.;  Gulfport,  Miss.;  Helena,  Ark.;  Mobile, 

85 

65 

55 

43 

37 

31 

Ala.,  and  Pensacola,  Fla _  _ 

110 

90 

75 

58 

47 

41 

Paducah,  Ky  _ _ _ _ _ _ _ 

60 

50 

40 

25 

22 

18 

Jackson,  Miss.;  Meridian,  Miss.,  and  a  few  othei-s . . 

118 

99 

80 

(57 

56 

49 

To  and  from  points  south  of  the  Ohio  River  which  are  not  prorating  points, 
such  as  Georgetown,  Ivy. ;  Lexington,  Ivy. ;  Winchester,  Ivy. ;  Chattanooga, 
Tenn. ;  Clarksville,  Tenn. ;  Knoxville,  Tenn. ;  Nashville,  Tenn. ;  Birmingham, 
Ala. ;  Bloc-ton,  Ala. ;  Ensly,  Ala. ;  Huntsville,  Ala  ;  Montgomery,  Ala  ;  Opelika, 
Ala. ;  Selma,  Ala. ;  Talledega,  Ala. ;  Thomas,  Ala. ;  Wetumka,  Ala. ;  Wood¬ 
ward,  Ala. ;  Albany,  Ga. ;  Americus,  Ga. ;  Athens,  Ga. ;  Atlanta,  Ga. ;  Bruns¬ 
wick,  Ga. ;  Columbus,  Ga. ;  Cordele,  Ga. ;  Dalton,  Ga. ;  Marion,  Ga. ;  Milledge- 
ville,  Ga. ;  Quitman,  Ga. ;  Rome,  Ga. ;  Savannah,  Ga. ;  Thomasville,  Ga. ; 
Waycross,  Ga. ;  West  Point,  Ga. ;  Fernandina,  Fla. ;  Gainesville,  Fla. ;  Jack¬ 
sonville,  Fla. ;  Lake  City,  Fla. ;  Live  Oak,  Fla. ;  Palatka,  Fla. ;  Beaufort,  S.  C. ; 
Charleston,  S.  C. ;  Port  Royal,  S.  C. ;  Charlotte,  N.  C. ;  Newberne,  N.  C. ; 
Winston-Salem,  N.  C. ;  Valdosta,  Ga. ;  which  are  probably  the  most  important 
of  the  nonprorating  points.  The  through  rates  from  Pittsburg,  Pa. ;  Cleve¬ 
land,  Ohio ;  Toledo,  Ohio ;  Columbus,  Ohio ;  Indianapolis,  Ind.,  etc.,  are  made 
by  combination  of  locals  or  arbitraries  to  and  from  the  Ohio  River ;  as,  for 
instance,  the  rates  to  and  from  Chicago  and  such  nonprorating  points  were, 
prior  to  May  16,  1905,  made  by  adding  the  rates  of  the  roads  south  of  the  Ohio 
River  to  the  following  rates  from  Chicago  to  the  north  bank  of  the  Ohio 
River : 


Classes. 


1. 

2. 

3. 

4. 

5. 

6. 

Cents  per  100  pounds . . . 

40 

34 

25 

17 

15 

12 

which  are  precisely  the  same  as  our  class  rates  to  and  from  Chicago  and  the 
north  bank  of  the  Ohio  River  proper,  except  that  there  are  some  variations 

S.  Doc.  244,  59-1 - 27 


418 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


caused  by  the  application  of  the  “  official  ”  classification  on  our  own  business  to  and 
from  Ohio  River  points  proper  and  the  application  of  the  southern  classification 
on  business  destined  to  or  coming  from  points  south  of  the  Ohio  River. 

On  May  10,  1905,  the  proportions  from  Chicago  to  the  north  bank  of  the  Ohio 
River  of  through  rates  from  Chicago  to  nonprorating  points  south  of  the  Ohio 
River  were  reduced  to  the  following : 


Classes. 


\  1. 

2. 

r» 

O. 

4. 

5. 

6. 

Cents  per  100  pounds . 

...  35 

30 

22 

15 

13 

10 

The  change  on  May  16  in  the  proportions  from  Chicago  to  north  bank  of  the 
Ohio  River  on  business  destined  to  nonprorating  points  in  the  South,  commonly 
known  as  southeastern  territory,  was  occasioned  by  a  reduction  in  the  through 
rates  from  St.  Louis  and  East  St.  Louis  to  such  points,  which  made  necessary  a 
change  in  the  through  rates  from  Chicago,  which  was  effected  by  changing  the 
proportions  north  of  the  Ohio  River,  but  without  any  change  in  the  rates  of  the 
roads  south  of  the  Ohio  River.  The  change  in  the  proportions  southbound  did 
not,  however,  affect  the  proportions  north  of  the  Ohio  River  on  northbound. 

No  changes  have  been  made  in  the  rates  from  Pittsburg,  Pa.,  Cleveland,  Ohio, 
Toledo,  Ohio,  Columbus,  Ohio,  etc.,  but  if  the  reductions  from  Chicago  are  found 
to  affect  the  rates  from  the  other  points  north  of  the  Ohio  River,  it  is  probable 
that  corresponding  reductions  from  these  points  also  will  have  to  be  made. 

If  there  is  any  further  information  that  I  can  give  you  in  connection  with 
this  matter  I  shall  take  pleasure  in  doing  so. 

Yours,  truly,  Joseph  Wood, 

Second  Vice-President. 

lion.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

United  States  Senate,  Washington,  D.  C. 


TIIE  PITTSBURGH  AND  LAKE  ERIE  RAILROAD  COMPANY. 

Dear  Sir  :  I  have  your  favor  of  October  20,  to  D.  Hostetter,  esq.,  and  in  reply  to 
that  portion  of  it  regarding  freight  rates,  would  say  that  Pittsburgh  and  Lake  Erie  Rail¬ 
road  does  not,  for  itself,  make  any  rates  on  interstate  business  which  are  greater  than 
rates  to  or  from  more  distant  points  in  the  same  direction  and  over  the  same  lines,  but 
we  do  make,  under  the  direction  of  the  Lake  Shore  and  Michigan  Southern  and  New 
York,  Pittsburgh  and  Ohio  railways,  rates  from  Pittsburgh,  Beaver  Falls,  and  interme¬ 
diate  points  ;  also,  in  some  cases,  from  McKeesport  and  points  between  Pittsburgh  and 
McKeesport  to  New  York  City,  Boston,  and  many  interior  points  east  of  Buffalo  and 
Salamanca,  rates  which  are  less  than  the  rates  made  by  direction  of  same  companies  from 
points  on  Pittsburgh  and  Lake  Erie  Railway,  Homewood,  Pa.,  to  Struthers,  Ohio,  inclu¬ 
sive  :  the  distance  from  the  last-named  stations  being  less  than  from  stations,  Pitts¬ 
burgh  to  Beaver  Falls  inclusive,  and  the  freight  passing  over  same  line.  The  authority 
to  make  all  rates  from  stations  on  Pittsburgh  and  Lake  Erie  to  points  referred  to  east  of 
Buffalo  and  Salamanca  is  given  to  Lake  Shore  and  Michigan  Southern  and  New  York. 
Pittsburgh  and  Ohio  railways,  by  contract  entered  into  between  these  companies  and 
the  Pittsburgh  and  Lake  Erie,  October  20,  1887,  copy  of  which,  I  believe,  is  on  file  in 
your  office.  I  also  inclose  copy  of  the  tariffs  made  by  each  of  these  lines  from  the  two 
districts  on  Pittsburgh  and  Lake  Erie  Railroad,  copies  of  which  are  also  on  file  with  you. 

The  tariffs  from  stations  Homewood  to  Struthers,  inclusive,  are  published  as  Pitts¬ 
burgh  and  Lake  Erie  tariffs  only,  and  are  signed  by  Pittsburgh  and  Lake  Erie  officers 
alone,  but  they  are  practically  made  in  the  same  way  as  the  Pittsburgh  tariffs,  namely  : 
under  directions  from  Lake  Shore  and  Michigan  Southern  and  New  York,  Pennsylvania 
and  Ohio  railways,  respectively. 

Rates  named  to  various  points  on  inclosed  tariff,  and  to  minor  points,  taking  same 
rates,  are,  I  believe,  the  only  ones  from  stations  on  this  line  which  are  not  made  in 
accordance  with  section  No.  3  of  the  interstate-commerce  law. 

If  there  is  anything  in  this  letter  which  is  not  clear  to  you,  or  if  we  can  furnish  you 
with  any  further  information,  please  let  me  hear  from  you  and  I  will  be  glad  to  furnish 
you  all  the  information  in  my  power. 

Yours,  truly,  Frank  A.  Dean, 

, General  Freight  Agent. 

C.  C.  McCain, 

Auditor  interstate  Commerce  Commission,  Washington ,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


419 


THE  PITTSBURG  AND  LAKE  ERIE  RAILROAD  COMPANY. 

Pittsburg,  Pa.,  October  16,  1905. 

My  Dear  Sir  :  I  have  your  favor  of  recent  date  relative  to  information 
pertaining  to  interstate  rates  between  Pittsburg  and  Lake  Erie  Railroad  and 
eastern  points  handled  at  the  short-line  rates  through  higher-rate  territory, 
and  in  reply  beg  to  advise  that  the  statement  made  by  Mr.  Dean,  in  his  letter 
of  October  8,  1887,  addressed  to  Mr.  C.  C.  McCain,  then  auditor  of  Interstate 
Commerce  Commission,  is  precisely  the  situation  to-day  so  far  as  the  method 
of  making  rates  is  concerned.  The  same  relation  between  the  Erie  Railroad, 
Lake  Shore  and  Michigan  Southern  Railway,  and  the  Pittsburg  and  Lake  Erie 
Railroad,  which  existed  in  1S87,  still  exists,  and  the  tariffs  are  published  in 
precisely  the  same  manner. 

Mr.  Dean  in  his  letter  of  October  8  does  not  refer  specifically  to  the  tariffs 
he  inclosed.  I  have  no  doubt,  however,  that  he  referred  to  the  rates  on  all 
classes  then  in  effect  (1887).  Those  rates  were,  between  Pittsburg  and  New 
York  City,  as  an  example,  from  first  to  sixth  class,  respectively :  45,  39,  30,  21, 
18,  15  cents  per  hundredweight,  and  the  same  rates  are  in  effect  to-day. 

He  may  also  have  referred  to  the  rates  on  pig  iron  and  billets  at  that  time, 
but  our  file,  on  account  of  a  number  of  moves,  has  been  robbed  of  some  of  its 
records,  and  I  can  only  advise  the  rate  in  1891,  which  is  as  far  back  as  our 
record  goes.  The  rate  in  1891  on  billets  and  pig  iron  was  $2.80  per  gross  ton, 
Pittsburg  to  New  York  City.  The  present  rate  on  billets,  Pittsburg  to  New 
York  City,  is  $2.60,  and  on  pig  iron  $2.40  per  gross  ton.  The  rate  on  manufac¬ 
tured  iron  in  1891  was  15  cents  per  100  pounds.  The  present  rate  on  manu¬ 
factured  iron  is  144  cents  per  100  pounds.  I  have  no  doubt  that  this  covers 
the  point  you  raise,  but  if  there  is  any  other  specific  tariff  information  you 
would  like  to  have  I  will  be  glad  to  furnish  it. 

With  reference  to  the  last  paragraph  of  your  inquiry,  beg  to  advise  that  the 
American  railways  have  prorating  arrangements  with  most  of  their  direct 
connections,  so  that  rates  from  a  given  point  would  apply  via  almost  any 
route  a  shipper  could  select.  These  prorating  arrangements  necessarily  cover 
routes  which  carry  freight  between  two  points  from  higher-rate  territory, 
but  as  all  cases  of  that  sort  are  on  file  in  the  office  of  the  auditor  of  the 
Interstate  Commerce  Commission  he  can  probably  give  you  a  wider  range  of 
information  as  to  particular  instances  than  I  could  give  you,  but  let  the 
situation  as  we  find  it  in  this  territory  serve  as  an  example. 

When  the  Pittsburg  and  Lake  Erie  Railroad  was  built  it  was  to  afford 
the  Erie  and  Lake  Shore  companies  a  route  in  and  out  of  Pittsburg.  The  Erie 
Railroad  had  a  line  of  its  own  direct  to  New  York,  and  the  Lake  Shore  in  con¬ 
nection  with  the  New  York  Central  Railroad  also  had  a  line  to  New  York. 
Thus  the  completion  of  the  Pittsburg  and  Lake  Erie  Railroad  provided  a  third 
line  between  Pittsburg  and  New  York  City,  the  other  two  being  the  Baltimore 
and  Ohio  and  the  Pennsylvania  Railroad,  and  the  part  played  by  the  Pittsburg 
and  Lake  Erie  and  its  allied  lines  in  this  territory  in  the  furnishment  of 
equipment  has  demonstrated  its  value  to  the  shipping  public  in  this  territory 
as  a  line  between  Pittsburg  and  New  York  City. 

In  order  that  rates  from  the  various  districts  should  be  placed  upon  a  basis 
of  absolute  equity  for  all  the  territories,  there  has  for  years  been  an  under¬ 
standing  among  the  carriers  that  the  rates  from  what  is  known  as  the  Youngs¬ 
town  group  of  points  shall  be  on  west-bound  business  a  certain  amount  less 
than  rates  from  the  Pittsburg  group  of  points,  and  that  on  east  bound  they 
shall  have  a  corresponding  disadvantage.  That  plan  has  worked  in  the  various 
groups,  so  that  whatever  advantage  any  one  group  had  in  one  direction  was  off¬ 
set  by  the  advantage  to  another  group  in  the  reverse  direction.  Under  this 
principle,  therefore,  the  rates  from  Youngstown  to  New  York  City  would  be 
40  cents  per  ton  higher  than  Pittsburg  on  fifth-class  business.  On  the  other 
hand,  the  rates  west  bound  would  40  cents  higher  from  Pittsburg  on  the  same 
class  of  business.  The  Pittsburg  and  Lake  Erie  Railroad  runs  between  Pitts¬ 
burg  and  Youngstown.  It  is  at  Youngstown  that  we  interchange  freight  with 
the  Lake  Shore  and  Michigan  Southern  Railway  and  the  Erie  Railroad  in 
completing  our  route  between  Pittsburg  and  New  York  City.  Necessarily, 
therefore,  we  are  handling  freight  at  the  rate  from  Pittsburg  to  New  York, 
which  business  at  fifth  class  would  be  18  cents  per  hundredweight,  and  passing 
through  Youngstown,  a  point  which  takes  a  rate  of  20  cents  to  New  York  City. 
This  question  has  been  passed  upon  by  the  Commission,  and  our  understanding 


420 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


of  the  Commission’s  position  is  that  since  the  line  between  Pittsburg  and  New 
York  City  via  Youngstown  does  not  have  the  effect  of  violating  the  law  to  the 
extent  of  affecting  rates  in  any  way,  there  could  be  no  conclusion  other  than 
that  to  deny  the  Pittsburg  and  Lake  Erie  Railroad  the  right  to  handle  business 
in  that  way  would  be  to  deprive  the  public  in  this  territory  not  only  of  the 
competition  as  a  common  carrier,  but  what  is  of  much  greater  value — additional 
facilities  for  movement  of  a  very  great  tonnage. 

If  there  is  anything  further  you  would  care  to  have  and  which  I  can  supply 
I  should  be  glad  to  hear  further  from  you. 

Very  truly,  yours, 

W.  A.  Terry,  General  Freight  Agent. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

United  States  Senate ,  Washington,  1).  C . 


RICHMOND,  FREDERICKSBURG  AND  POTOMAC  RAILROAD. 

Dear  Sir  :  In  reply  to  your  circular  of  the  20th  instant,  I  beg  to  state  that  between 
this  city  and  the  cities  of  Baltimore,  Philadelphia,  and  New  York  there  are  water  lines 
of  transportation  which  make  the  rates  of  carriage  of  freight  traffic. 

In  order  to  secure  a  portion  of  this  traffic  we  use  rates  that  in  some  cases  are  lower 
than  those  charged  to  and  from  some  intermediate  points.  To  state  elaborately  the  points 
so  treated  and  rates  so  made  to  or  from  such  points  would  be  to  quote  the  several  tariffs 
of  interstate  rates,  of  which  we  have  forwarded  you  copies. 

The  fourth  section  of  the  act  to  regulate  commerce  is  strictly  observed,  and  no  charges 
for  transportation  on  this  line  are  greater  for  shorter  than  for  longer  distances  in  the 
same  direction  over  the  same  line,  except  when  the  water  competition  renders  the  cir¬ 
cumstances  entirely  dissimilar.  Trusting  this  information  may  be  satisfactory. 

Very  respectfully, 

C.  A.  Taylor, 

General  Ticket  and  Freight  Agent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


RICHMOND,  FREDERICKSBURG  AND  POTOMAC  RAILROAD  COMPANY;  WASH¬ 
INGTON  SOUTHERN  RAILWAY  COMPANY. 

Richmond,  Va.,  October  16,  1906. 

Dear  Sir  :  Referring  further  to  your  favor  of  September  11,  delay  in  replying 
to  which  has  been  caused  by  my  frequent  absence  from  the  office,  relative  to 
freight  rates  between  Richmond  and  Baltimore,  Philadelphia  and  New  York : 

I  beg  to  advise  that  the  conditions  as  stated  by  my  predecessor  in  his  letter 
to  the  auditor  of  the  Interstate  Commerce  Commission,  on  page  215  of  the  First 
Annual  Report  of  the  Interstate  Commerce  Commission,  1887,  are  the  same  to¬ 
day  as  they  were  at  that  time,  and  are,  as  stated,  due  to  the  water  competition, 
which  regulates  the  rates  between  Richmond  and  these  cities. 

The  class  rates  between  Richmond  and  the  cities  named  via  our  line  and 
connections  are  now  as  follows ;  Richmond  to  Baltimore,  26,  22,  18,  16.  13,  10 ; 
Richmond  to  Philadelphia,  37,  32,  26,  23,  17,  14 ;  Richmond  to  New  York,  37.  32, 
26,  23,  17,  14;  governed  by  the  “  Southern”  classification. 

In  addition  to  these  rates,  there  are  a  large  number  of  what  are  known  as 
commodity  rates,  i.  e.,  rates  which  have  been  taken  from  the  classes  and  made 
higher  or  lower,  as  the  case  may  be,  than  the  classes  from  which  they  have  been 
taken,  all  having  been  duly  filed  with  the  Interstate  Commerce  Commission. 
There  have,  of  course,  been  many  changes  during  the  eighteen  years  mentioned, 
and  these  changes  have  embraced  both  advances  and  reductions,  due  to  com¬ 
mercial  conditions,  water  competition,  rate  disturbances,  increase  in  cost  of 
supplies  and  operation,  etc. 

Below  please  find  memoranda  of  comparisons : 

On  November  17,  1892,  the  average  rates  per  100  pounds  for  46  commodities 
from  Richmond,  Va.,  were :  To  Baltimore,  14.2  cents ;  Philadelphia,  17.1  cents ; 
New  York,  18.2  cents.  At  the  present  time  the  average  rates  per  100  pounds  on 
129  commodities  are:  To  Baltimore,  13.3  cents;  Philadelphia,  19.1  cents;  New 
York,  19.1  cents. 

In  November,  1892,  the  average  rates  per  barrel  for  8  commodities  were:  To 
Baltimore,  33  cents ;  Philadelphia,  40  cents ;  New  York,  43.6  cents.  At  the  pres¬ 
ent  time  the  average  rates  per  barrel  on  8  commodities  are :  To  Baltimore,  30.4 
cents;  Philadelphia,  48.6  cents;  New  York,  48.6  cents. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


421 


This  shows  a  large  increase  in  the  number  of  articles  for  which  special  com¬ 
modity  rates  are  arranged,  and,  with  few  exceptions,  the  application  of  com¬ 
modity  rates  has  resulted  in  reductions  from  the  class  rates.  These  figures  also 
show  a  reduction  in  the  average  commodity  rate  per  100  pounds  and  per  barrel 
to  Baltimore,  a  slight  increase  to  New  York,  and  a  greater  increase  to  Phila¬ 
delphia,  owing  to  the  fact  that  prior  to  May,  1895,  Philadelphia  took  lower 
class  and  commodity  rates  than  New  York. 

\ 

Comparison  of  class  rates  from  Richmond,  Va. 


1. 

2. 

3. 

4. 

5. 

6. 

Classification. 

December,  1888: 

To  Philadelphia . . . 

30 

27 

22 

18 

14 

11 

Official. 

To  New  York _ _ _ _ _ 

35 

30 

25 

20 

16 

13 

Do. 

January,  1891: 

To  Baltimore _ _ _ 

25 

22 

18 

15 

12 

9 

Southern 

N  ovember ,  1892: « 

To  Baltimore  . _ _ _ f.... . . . 

27 

24 

19 

17 

11 

10 

Do. 

To  Philadelphia  _ _ _ 

31 

27 

22 

19 

14 

12 

Do. 

To  New  York. . . . . . . . 

33 

29 

24 

21 

15 

13 

Do. 

Mav  1895: 

To  Baltimore . . . . . 

23 

21 

16 

15 

10 

10 

Do. 

To  Philadelphia  and  New  York  . . .  ... 

33 

29 

24 

21 

15 

13 

Do. 

April,  1903,  to  present  time: 

To  Baltimore _ _ _ _ 

26 

22 

18 

16 

13 

10 

Do. 

To  Philadelphia  and  N e w  Y ork . . . . 

37 

32 

26 

23 

17 

14 

Do. 

Y 


“  The  change  from  “  Official  ”  to  “  Southern  ”  classification  on  Philadelphia  and  New 
ork  traffic  was  equivalent  to  a  general  reduction. 


The  following  will  illustrate  instances  of  greater  charges  for  intermediate 
points  than  for  longer  hauls  over  the  same  lines  and  in  the  same  direction,  on 
account  of  water  competition  : 

From  Richmond  to  Baltimore,  26,  22,  18,  66,  13,  10,  “  Southern  ”  classifica¬ 
tion.  with  various  commodities. 

From  Richmond  to  Odenton,  Md.  (intermediate),  26,  22,  18,  16,  13,  10, 
“  Official  ”  classification,  without  the  commodities. 

From  Richmond  to  Philadelphia,  and  main  line  north  of  Philadelphia  to 
New  York,  inclusive,  37,  32,  26,  23,  17,  14,  “  Southern  ”  classification,  with 
various  commodities. 

From  Richmond  to  Elkton,  Md.  (intermediate),  37,  32,  26,  23,  17,  14,  “Offi¬ 
cial  ”  classification,  without  commodities. 

There  are  a  great  many  similar  instances  from  the  same  cause. 

Very  respectfully, 

W.  P.  Taylor, 

Traffic  Manager. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

United  States  Senate,  Washington .  D.  C. 


ST.  LOUIS  AND  SAN  FRANCISCO  RAILWAY. 


In  submitting  replies  to  the  circular  of  October  20,  the  above  company  states  that  it 
makes  certain  exceptions  to  the  long  and  short  haul  section  of  the  act,  and  in  connection 
therewith  further  states  that  : 

“The  reasons  for  making  these  rates  are  to  meet  water  competition,  and  in  a  few  in¬ 
stances  to  meet  competition  of  a  shorter  direct  route.  In  no  case  have  we  named  rates 
in  opposition  to  the  short-haul  principle  of  the  law  except  for  these  reasons,  for  which  we 
feel  that  we  are  fully  justified  by  the  law  and  in  accordance  with  the  spirit  of  the  de¬ 
cisions  previously  rendered  by  the  Interstate  Commerce  Commission.” 

II.  L.  Morrill, 

Second  Vice-President  and  General  Manager . 


422 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


KANSAS  CITY,  FORT  SCOTT  AND  GULF  RAILROAD  COMPANY.  KANSAS  CITY, 

SPRINGFIELD  AND  MEMPHIS  RAILROAD.  KANSAS  CITY,  CLINTON  AND 

SPRINGFIELD  RAILWAY.  KANSAS  CITY,  MEMPHIS  AND  BIRMINGHAM  RAIL¬ 
ROAD.0 

Deak  Sir  :  In  reply  to  yours  of  October  20,  I  will  respectfully  say  that  so  far  as  the 
passenger  business  is  concerned  no  greater  rates  are  made  than  the  rates  to  or  from  dis¬ 
tant  points  in  the  same  direction  from  the  same  line. 

In  regard  to  the  freight  business,  I  will  say  that  it  is  almost  impossible  to  comply  lit¬ 
erally  with  request  as  per  second  paragraph  of  your  letter,  except  as  to  rates  to  the  points 
on  our  own  roads.  I  give  below  general  statement  as  to  how  our  rates  are  made,  and 
upon  what  basis  the  “  short-haul  principle  ”  is  not  observed,  which  I  trust  will  give  the 
desired  information  : 

Kansas  City  local. — The  rates  on  tariff  No.  147  are  made  to  points  south  of  Spring- 
field  higher  than  the  through  rates,  Kansas  City  to  Memphis,  as  per  tariff  No.  149. 

Memphis  local. — The  rates  on  tariff  No.  148  are  made  to  stations  north  of  Springfield 
t  higher  than  through  rates,  Memphis  to  Kansas  City,  as  per  tariff  No.  149. 

Kansas  City-Memphis  through  rates. — The  rates  on  tariff  No.  149,  on  through  business 
between  Kansas  City  and  Memphis,  are  made  regardless  of  rates  to  intermediate  points, 
and  are  in  some  cases  less  than  for  shorter  intermediate  hauls. 

Proportions  on  North  Atlantic  seaboard  business. — The  rates  as  per  tariff  No.  162  are 
the  proportions  accruing  to  this  line  between  Memphis  and  Kansas  City  and  junction 
stations  in  Missouri  and  Kansas,  and  in  some  cases  are  less  for  long  hauls  than  for 
shorter  intermediate  hauls,  to  meet  rates  via  the  short  line  through  to  Saint  Louis,  Chi¬ 
cago,  and  Kansas  City. 

The  rates  as  per  tariff  No.  126,  on  through  business  between  Kansas  City  and  Saint 
Louis,  are  made  less  than  the  rates  to  intermediate  stations,  the  through  rates  being 
made  the  same  as  those  current  by  the  direct  lines. 

Saint  Louis  or  Chicago,  and  junction  statio?is  in  Kansas. — The  rates  as  per  joiut  tariff 
No.  1  are  made  via  Kansas  City  and  Nichols  Junction,  the  same  between  Saint  Louis  or 
Chicago  as  are  made  by  the  direct  lines,  and  are  less  than  rates  to  intermediate  local 
stations. 

Rates  between  Chicago  or  Saint  Louis  and  junction  stations  in  Missouri. — The  rates  as 
per  notice  No.  1183  are  made  on  the  same  basis  as  those  of  junction  stations  in  Kansas. 

The  through  rates  between  points  in  the  southeastern  States  and  Kansas  City  and  sta¬ 
tions  on  these  lines  are  made  the  sum  of  the  rates  via  Memphis,  and  as  the  tariff  rates 
east  of  Memphis  are  made  in  many  cases  less  for  long  hauls  than  for  intermediate  shorter 
hauls,  the  through  rates  show  the  same  basis. 

Memphis  and  Fort  Smith. — The  rates  on  tariff  No.  155  are  made  between  Memphis  and 
Fort  Smith  via  Nichols,  the  same  as  via  the  direct  line  through  Little  Rock,  and  higher 
rates  are  charged  to  intermediate  stations. 

Kansas  City  and  Mississippi  Valley  and  Gulf  points. — The  rates  as  per  tariff  No.  135 
are  made  between  Kansas  City  and  Southern  points  named,  less  than  to  intermediate  sta¬ 
tions  on  the  lines  south  of  Memphis. 

We  participate  in  through  rates  between  Memphis  and  points  south  and  east  of  Mem¬ 
phis  and  points  on  the  Pacific  coast  that  are  less  than  the  rates  to  and  from  intermediate 
points  west  of  the  Missouri  River  States. 

We  participate  in  rates  between  Memphis  and  local  points  on  the  Mobile  and  Ohio  and 
the  Illinois  Central  railroads  that  are  higher  than  the  through  rates  between  Memphis 
and  New  Orleans  or  Memphis  and  Mobile. 

In  all  cases  the  rates  are  made  on  business  local  to  either  of  the  four  lines  in  our  sys¬ 
tem,  and  on  local  business  interchanged  between  either  of  the  four  lines,  in  strict  con¬ 
formity  to  the  short-haul  principle  of  the  law,  except  that  upon  through  business  between 
Memphis  and  Kansas  City  the  rates  are  made  without  strict  observance  of  the  short-haul 
principle  to  meet  competition  of  rail  and  water  lines. 

On  business  taken  in  connection  with  other  lines,  when  less  rates  are  made  for  a  long 
than  a  shorter  haul,  the  rates  are  in  all  cases  made  (for  the  longer  hauls)  by  the  direct 
rail  lines,  or  by  rail  and  water,  or  water  lines  ;  and  we  are  compelled  to  meet  the  rates 
by  these  more  direct  lines  or  abandon  the  business  and  thus  deprive  these  points  of  the 
benefit  of  competing  lines  with  no  corresponding  benefit  to  the  short-haul  point. 

When  the  situation  permits  us  (in  connection  with  other  lines)  to  make  the  rates,  we 
make  them  in  accordance  with  the  fourth  section  of  the  interstate  commerce  law. 

Y'ours,  truly, 

Geo.  11.  Nettleton, 

General  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commission ,  Washington,  D.  C. 


ST.  LOUIS  AND  SAN  FRANCISCO  RAILROAD  COMPANY. 

Chicago,  III.,  September  19,  1905. 

Dear  Sir  :  Replying  to  your  letter  of  September  11.  inclosing  copy  of  letters 
from  George  H.  Nettleton,  general  manager  Kansas  City,  Fort  Scott  and  Gulf 
Railroad  and  allied  companies,  also  your  letter  of  September  12  inclosing  copy 
of  letter  from  Second  Vice-President  and  General  Manager  Morrill  of  the  St 
Louis  and  San  Francisco  Railroad  Company,  beg  to  advise  that  as  all  of  the 
companies  of  which  Mr.  Nettleton  was  general  manager  have  been  merged  with 


« These  properties  are  now  controlled  by  the  St.  Louis  and  San  Francisco. 
See  response  of  that  company  to  the  present  inquiry. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


423 


the  St.  Louis  and  San  Francisco  Railroad  Company  the  same  reply  will  answer 
to  both  inquiries. 

The  tariffs  which  were  in  effect  on  the  St.  Louis  and  San  Francisco  Railroad 
and  on  the  Fort  Scott  and  Gulf  and  allied  companies  in  1887  are  not  available 
to-day. 

There  have  been  innumerable  changes  made  both  in  rates  locally  as  well  as  in 
the  through  rates  to  points  reached  by  connecting  lines.  The  topography  of  the 
country  has  so  completely  changed  by  reason  of  new  lines  being  built  and  old 
lines  extended,  new  town  and  new  industries  springing  up  in  all  directions,  that 
the  relations  between  the  rates  as  they  exist  to-day  and  those  which  existed  in 
1887  are  practically  untraceable.  A  great  many  instances  might  be  quoted 
where  lower  rates  are  charged  for  a  longer  distance  than  for  a  shorter  inter¬ 
mediate  distance.  For  illustration,  we  carry  lumber  rates  between  Fort  Smith, 
Ark.,  and  Memphis,  Tenn.,  that  are  lower  than  the  rates  applying  at  inter¬ 
mediate  points,  the  short  line  between  Memphis  and  Fort  Smith  being  via  Little 
Rock,  and  business  would  be  handled  by  our  company  through  Springfield,  Mo. ; 
the  rate  on  salt  from  Lyons,  Ivans.,  to  Fort  Smith,  Ark.,  made  by  the  short  line 
of  the  Missouri  Pacific  Company  is  met  by  our  company  and  higher  rates  carried 
at  intermediate  points ;  rates  on  cotton  from  Fort  Worth,  Tex.,  to  New  England 
spinning  points  are  less  than  the  rates  applying  from  points  between  Sherman 
and  Fort  Worth  to  the  New  England  points  by  reason  of  combinations  that  are 
possible  through  Galveston  and  steamers  to  the  New  England  ports ;  between 
St.  Louis  and  Memphis  we  carry  lower  rates  than  obtain  at  intermediate 
points  which  are  not  affected  by  river  competition ;  between  East  St.  Louis  and 
Kansas  City  we  carry  lower  rates  than  obtain  between  East  St.  Louis  and  Fort 
Scott,  Ivans.,  which  is  intermediate ;  on  cotton-seed  products  between  Fort 
Smith,  Ark.,  and  Claremore,  Ind.  T.,  we  meet  the  short-line  rates  of  the  Mis¬ 
souri  Pacific  Company  and  carry  higher  rates  at  intermediate  points. 

These  and  countless  other  instances  could  be  quoted. 

Our  rates  between  terminal  points  are  made  to  meet  competition  of  other 
lines,  or  other  localities,  with  a  view  of  placing  the  producers  of  our  line  on  an 
equality  as  to  rates,  as  far  as  is  practicable,  with  producers  in  other  sections  of 
the  country  that  ship  to  the  same  markets. 

In  all  of  these  instances  where  the  fourth  section  of  the  interstate-commerce 
law  is  not  observed  in  making  our  rates  to  intermediate  points  we  are  in  the 
position  of  not  being  able  to  control  the  rate  between  terminal  points,  and  could 
not  enjoy  our  share  of  the  traffic  without  meeting  the  rates  of  the  direct  lines. 

If  we  can  serve  you  further  in  the  way  of  detailed  information  as  to  certain 
rates  on  which  you  may  desire  to  make  special  inquiry,  we  will  only  be  too  glad 
to  accommodate  you  to  the  best  of  our  ability. 

Respectfully,  yours,  J.  A.  Middleton, 

Freight  Traffic  Manager. 

Mr.  S.  B.  Elkins, 

Chairman  Senate  of  the  United  States  , 

Committee  on  Interstate  Commerce,  Washington ,  D.  C. 


SAN  ANTONIO  AND  ARANSAS  PASS  RAILWAY. 

Dear  Sir  :  Your  favor  of  November  23  was  duly  received,  but  the  circular  letter  of 
October  20,  to  which  it  refers  as  remaining  unanswered,  was  not,  otherwise  it  would  have 
had  attention. 

The  only  point  on  this  road  from  which  we  have  in  force  rates  less  than  those  from 
nearer  points  on  freight  moving  in  the  same  direction  to  a  common  point  of  destination 
is  Corpus  Christi,  and  they  are  made  only  on  the  commodities  wool  and  hides. 

Schooners  from  Corpus  Christi  to  Rockport  or  Galveston,  in  connection  with  steamers 
thence  to  New  York,  make  very  low  rates,  and  they  are  not  always  uniform.  On  this 
account  it  is  impossible  for  us  to  make  uniform  rates,  und  we  are  compelled  to  quote  on 
■each  shipment  whatever  the  necessities  of  the  case  require.  On  hides  we  usually  quot^ 
from  60  to  65  cents  and  on  wool  from  85  to  90  to  New  York. 

That  you  may  have  a  proper  appreciation  of  our  position  in  this  matter,  I  will  say  that 
to-day  the  schooners  may  quote  one  rate  and  to-morrow  another,  so  you  see  how  impos¬ 
sible  it  would  be  for  us  to  establish  a  fixed  rate  and  adhere  to  it  with  any  hope  of  secur¬ 
ing  to  ourselves  a  fair  share  of  business. 

Rates  from  Cuero — a  nearer  point  in  the  same  direction — are,  on  wool,  $1.45  per  100 
pounds,  and  on  hides,  83  cents  per  100  pounds  to  New  York.  To  all  points  in  the  in¬ 
terior,  where  no  water  competition  exists,  we  carry  no  lower  rates  from  Corpus  Christi 
than  from  nearer  points  to  the  same  destination. 


424 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


I  trust  I  have  succeeded  in  clearly  conveying  to  you  the  information  sought.  If  I  fail 
to  do  so,  however,  please  advise  me  wherein  and  -I  will  take  pleasure  in  supplying  what 
is  lacking. 

Yours,  truly,  R.  F.  Yoakum, 

Traffic  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


SAN  ANTONIO  AND  ARANSAS,  I  ASS  RAILWAY  COMPANY. 

San  Antonio,  Tex,,  September  21,  1905. 

Dear  Sir  :  I  have  your  favor  of  the  12th  instant,  quoting  a  letter  from  former 
Traffic  Manager  B.  F.  Yoakum,  and  asking  for  certain  information  regarding 
the  application  of  greater  charges  from  intermediate  points  than  for  longer 
hauls  over  the  same  line. 

The  only  point  on  the  San  Antonio  and  Aransas  Pass  Railway  that  enjoys 
a  lower  freight  rate  than  on  similar  traffic  from  intermediate  points  is  Corpus 
Christi,  Tex.,  and  that  point  only  has  this  advantage  on  cotton  to  New  York,  etc. 

As  advised  you  in  Mr.  Yoakum’s  letter,  the  schooner  competition  at  Corpus 
Christi  was  quite  keen  and  still  is  on  traffic  to  Galveston,  Tex.  We  have  a 
number  of  times  in  the  past  twelve  years  attempted  to  ignore  this  competition 
entirely  and  have  increased  the  rates  from  Corpus  Christi  to  Galveston  to  the 
same  basis  as  applied  from  inland  points,  and  have  again  been  compelled  to 
recognize  the  competition  and  reduce  rates  on  certain  commodities.  After  years 
of  experience  and  upon  full  investigation  we  have  decided  that  the  only  com¬ 
modity  which  is  materially  affected  by  this  competition  is  cotton,  and  as  pre¬ 
viously  advised,  this  is  the  only  commodity  that  enjoys  this  advantage. 

While  traffic  Corpus  Christi  to  Galveston  is  not  interstate,  I  mention  the 
facts  for  the  simple  reason  that  rates  to  eastern  and  New  England  points,  as 
you  of  course  are  aware,  are  based  on  Galveston  combination.  Thus  where 
reduced  rates  apply  to  Galveston  the  reduction  also  applies  to  such  eastern  and 
New  England  points. 

The  rate  on  cotton  in  bales  from  Corpus  Christi  to  New  York  is  S3  cents  per 
hundred  pounds ;  to  Boston,  S8  cents  per  hundred  pounds,  whereas  the  rates 
from  Beeville,  Kenedy,  and  other  intermediate  points  range  as  high  as  to  New 
York,  88,  and  to  Boston,  93  cents  per  hundred  pounds. 

If  any  information  is  desired  regarding  passenger  traffic,  Mr.  George  F. 
Lupton,  general  passenger  agent  of  the  San  Antonio  and  Aransas  Pass  Railway, 
should  be  addressed. 

I  trust  this  gives  you  all  the  information  you  desire,  and  if  I  can  be  of  any 
further  service  to  you  kindly  call  on  me. 

Yours,  truly,  J.  C.  Manoham, 

General  Freight  Agent, 

Senator  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

W  a  s  h  mg  ton,' D.  C. 


RICHMOND  AND  DANVILLE  RAILROAD  COMPANY." 

Dear  Sir  :  Referring  to  your  circular  of  October  20,  1887,  the  rates  from  eastern 
cities  to  Atlanta,  Gainesville,  Athens,  and  Augusta,  Ga. ;  Columbia,  S.  C. ;  Lincolnton 
and  Goldsborough,  N.  C.,  are  an  exception  to  the  general  rule,  and  are  lower  than  inter¬ 
mediate  rates,  as  noted  below  : 


1. 

2 

fjt 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

F. 

H. 

• 

To  Atlanta  and  Gainesville 
from — 

Boston  and  Providence  . . 

114 

98 

86 

iyo 

iO 

(HI 

49 

3(5 

48 

40 

39 

58 

78 

68 

New  York  and  Philadel¬ 
phia  . . 

114 

98 

86 

73 

60 

40 

36 

48 

40 

39 

58 

78 

68 

Baltimore . . 

107 

92 

81 

68 

56 

46 

34 

45 

37 

36 

55 

72 

65 

Richmond  and  Lynch- 
burgh . . 

79 

72 

59 

49 

40 

38 

22 

32 

26 

24 

43 

49 

53 

“This  property  is  now  controlled  by  the  Southern  Railway.  See  response  of  that  companv  to  the 
presen  inquiry. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


425 


RICHMOND  AND  DANVILLE  RAILROAD  COMPANY— Continued. 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

F. 

H. 

Highest  intermediate  rates 
on  Atlanta  and  Charlotte 
Air-Line: 

To  Longview.  Ga.,  from— 
Boston  and  Provi¬ 
dence  . . . _ _ 

140 

123 

106 

89 

74 

60 

50 

58 

51 

46 

68 

98 

80 

New  York  and  Phila¬ 
delphia  . . 

135 

118 

101 

84 

69 

55 

45 

53 

46 

41 

63 

88 

75 

Baltimore  _ 

129 

112 

95 

80 

65 

51 

41 

49 

42 

37 

59 

82 

71 

Richmond  and 

Lynchburgh . 

105 

92 

79 

66 

54 

43 

as 

41 

34 

29 

48 

60 

58 

To  Athens,  Ga..  from — 
Boston  and  Provi¬ 
dence  _  .. 

114 

98 

86 

73 

60 

49 

36 

48 

40 

39 

58 

78 

68 

New  York  and  Phila¬ 
delphia _ _ 

114 

98 

86 

73 

60 

49 

36 

48 

40 

39 

58 

78 

68 

Baltimore. . . 

107 

92 

81 

68 

56 

46 

34 

45 

37 

36 

55 

72 

65 

Richmond  and 

Lynchburgh _ 

79 

72 

59 

48 

40 

38 

22 

32 

28 

24 

43 

49 

53 

Highest  intermediate  rates 
on  the  Northeastern  Rail¬ 
road  of  Georgia : 

To  Gillsville.  Ga.,  from — 
Boston  and  Provi¬ 
dence  _ _ _ 

140 

123 

106 

89 

74 

60 

50 

58 

51 

46 

68 

98 

80 

New  York  and  Phila¬ 
delphia _ 

135 

118 

101 

84 

69 

55 

45 

53 

46 

41 

63 

88 

75 

Baltimore  _ 

129 

112 

95 

80 

65 

51 

41 

49 

42 

37 

59 

82 

71 

Richmond  and 

Lynchburgh _ 

105 

92 

79 

66 

54 

43 

33 

41 

34 

29 

48 

60 

58 

To  Augusta,  Ga.,  from — 
Boston  and  Provi¬ 
dence  _ 

96 

81 

70 

58 

47 

37 

28 

42 

31 1 

31 

43 

61 

54 

New  York  and  Phila¬ 
delphia  _ 

96 

81 

70 

58 

47 

37 

28 

42 

3D 

31 

43 

61 

54 

Baltimore _  . 

89 

75 

65 

53 

43 

34 

26 

39 

281 

28 

40 

DO 

51 

Richmond  and 
Lynchburgh . . 

76 

64 

56 

45 

35 

27 

16 

30 

28 

23 

28 

50 

39 

Highest  intermediate  rates 
on  Charlotte,  Columbia, 
and  Augusta  road,  be¬ 
tween  Augusta  and  Co¬ 
lumbia: 

To  Trenton,  S.  C.,  from— 
Boston  and  Provi¬ 
dence  . . . 

130 

112 

99 

80 

68 

54 

43 

54 

47 

44 

59 

82 

81 

New  York  and  Phila¬ 
delphia  . . 

125 

107 

94 

75 

63 

49 

< 

38 

49 

42 

39 

54 

72 

76 

Baltimore _  . 

119 

101 

88 

71 

59 

45 

34 

45 

38 

35 

50 

66 

72 

Richmond  and 
Lynchburgh _ 

105 

91 

78 

63 

53 

41 

29 

40 

32 

29 

44 

56 

65 

To  Columbia,  S.  C.,  from— 
Boston  and  Provi¬ 
dence  . . . 

101 

86 

75 

63 

52 

42 

33 

47 

36* 

36 

48 

71 

59 

New  York  and  Phila¬ 
delphia  _ 

96 

81 

70 

58 

47 

37 

28 

42 

3D 

31 

43 

61 

54 

Baltimore . . 

89 

75 

65 

53 

43 

34 

26 

39 

28* 

28 

40 

55 

51 

Richmond  and 
Lynchburgh _ 

76 

64 

56 

45 

35 

25 

16 

27 

25 

23 

28 

45 

45 

Highest  intermediate  rates 
on  Charlotte,  Columbia  and 
Augusta  Railroad  north  of 
Columbia: 

To  Blytliewood,  S.  C., 
from — 

Boston  and  Provi¬ 
dence  _ _ _ 

130 

112 

99 

80 

68 

54 

43 

54 

47 

44 

59 

82 

81 

New  York  and  Phila¬ 
delphia  _ _ _ _ 

125 

107 

94 

75 

63 

49 

38 

49 

42 

39 

54 

72 

76 

Baltimore _ _ 

119 

101 

88 

71 

59 

45 

34 

45 

38 

35 

50 

66 

72 

Richmond  and 
Lynchburg _ 

105 

91 

78 

63 

53 

41 

29 

40 

32 

29 

44 

56 

65 

To  Lincolnton,  S.  C., 
from— 

Boston  and  Provi¬ 
dence  _ _ _ 

123 

109 

94 

79 

66 

57 

42 

51 

49 

42 

66 

88 

78 

New  York  and  Phila¬ 
delphia  . . 

118 

104 

89 

74 

61 

52 

37 

46 

44 

37 

61 

78 

73 

Baltimore . . . 

112 

98 

83 

70 

57 

48 

33 

42 

40 

33 

57 

70 

69 

Richmond  and 
•  Lynchburg . 

88 

78 

67 

56 

46 

40 

25 

34 

32 

25 

46 

58 

56 

426 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


RICHMOND  AND  DANVILLE  RAILROAD  COMPANY— Continued. 


1. 

2. 

3. 

Highest  intermediate  rates 
on  Chester  and  Lenoir 
Narrow-Gauge  Railroad: 

To  Pleasant  Ridge, 
from— 

Boston  and  Provi¬ 
dence  _ _ 

140 

125 

110 

New  York  and  Phila¬ 
delphia  . . 

135 

120 

105 

Baltimore . . 

129 

114 

99 

Richmond  and 

Lvnchburgh . 

105 

94 

83 

To  Goldsborough,  N.  C., 
from — 

Boston  and  Provi¬ 
dence  _  ._ _ 

110 

96 

82 

New  York  and  Phila¬ 
delphia... . 

105 

91 

77 

Baltimore . . 

99 

85 

71 

Richmond  and 

Lvnchburgh _ 

75 

65 

55 

Highest  intermediate  rates 
on  Richmond  and  Danville 
Railroad: 

To  Princeton,  N.  C., 
from — 

Boston  and  Provi¬ 
dence  _ 

110 

96 

84 

New  York  and  Phila¬ 
delphia  . 

105 

91 

79 

Baltimore  . . 

99 

85 

73 

Richmond  and 
Lvnchburgh _ 

75 

65 

57 

4. 

o. 

6. 

A. 

B. 

C. 

D. 

E. 

t 

F. 

H. 

90 

80 

64 

52 

60 

62 

48 

80 

104 

97 

93 

75 

59 

47 

55 

57 

43 

75 

94 

92 

89 

71 

55 

43 

51 

53 

39 

71 

86 

88 

75 

60 

47 

35 

43 

45 

31 

60 

74 

75 

68 

55 

42 

37 

41 

41 

36 

58 

74 

63 

50 

37 

32 

36 

36 

31 

53 

64 

60 

59 

46 

33 

28 

32 

32 

27 

49 

56 

56 

45 

35 

25 

20 

26 

24 

19 

38 

44 

43 

70 

58 

47 

37 

44 

43 

37 

58 

78 

69 

65 

53 

42 

32 

39 

38 

32 

53 

68 

64 

61 

49 

38 

28 

35 

34 

28 

49 

60 

60 

47 

38 

30 

20 

27 

26 

20 

38 

48 

47 

The  necessity  for  making  lower  rates  to  Columbia  than  to  intermediate  points  is  based 
upon  the  fact  that  the  rate  from  eastern  cities  to  Columbia  is  made  by  the  ocean  rate  to 
Charleston  plus  the  rate  of  the  South  Carolina  Railway  Company,  whose  rates  are  made 
by  the  South  Carolina  railway  commission,  and  which  rate  is  worked  by  us. 

The  rate  to  Augusta  is  made  by  the  ocean  rate  to  Savannah  plus  the  Georgia  railway 
commission's  rate  to  Augusta,  which  in  turn  is  governed  by  the  river  competition  from 
Savannah  to  Augusta. 

The  rate  to  Atlanta  is  made  by  the  ocean  rate  to  Savannah  plus  the  authorized  rate  of 
the  Georgia  railway  commission  from  Savannah  to  Atlanta.  The  same  is  true  of  Athens 
and  Gainesville,  which  rates  are  worked  by  us.  The  maximum  rates  between  Gainesville 
and  Atlanta  are  none  of  them  higher  than  the  Gainesville  and  Atlanta  rate.  The  distance 
between  Gainesville  and  Atlanta  is  53  miles,  the  volume  of  business  being  inconsiderable 
as  compared  with  the  Atlanta  and  Gainesville  tonnage. 

The  rate  to  Goldsborough,  N.  C.,  is  controlled  by  the  lines  working  through  the  Chesa¬ 
peake  Bay  by  water  to  Portsmouth,  Va.,  and  thence  by  rail  to  Goldsborough.  This  line 
in  turn  is  controlled  by  water  to  New  Berne,  and  thence  by  the  local  rate  of  the  Atlantic 
and  North  Carolina  Railroad  from  New  Berne  to  Goldsborough,  which  makes  a  lower 
rate  than  either  our  linp  or  the  line  via  Portsmouth. 

It  will  be  observed  that  the  rates  to  Gainesville,  Atlanta,  Athens,  and  Augusta  are 
made  the  same  from  Boston  and  Providence  as  from  New  York  and  Philadelphia,  while 
stations  north  of  Gainesville,  north  of  Athens,  and  north  of  Augusta,  are  made  5  cents 
per  100  pounds  higher  from  Boston  and  Providence  than  from  New  York  or  Philadelphia. 
This  results  from  the  fact  that  tbe  lines  working  through  Savannah  and  Charleston 
make  the  same  rates  from  Boston  and  Providence  that  they  do  from  New  York  and  Phila¬ 
delphia,  while  the  points  to  which  we  make  rates  are  5  cents  per  100  pounds  higher 
from  Boston  and  Providence  than  from  New  York  and  Philadelphia.  Our  Boston  and 
Providence  water  connection  is  from  West  Point,  Va.,  as  is  also  our  New  York  connection, 
the  former  demanding  much  larger  proportions  than  the  latter. 

The  through  rates  from  the  West  to  points  on  our  linos  are  not  made  by  us.  We 
charge  from  all  our  junction  points  a  fixed  rate,  which  is  lower  for  the  long  haul  only 
in  the  case  of  Columbia,  S.  C.,  and  Athens  and  Gainesville,  Ga..  and  points  between 
there  and  Atlanta.  These  rates  are  governed  by  the  same  causes  as  exist  in  the  matter 
of  eastern  rates,  our  Athens  business  being  worked  exclusively  from  Atlanta. 

The  rates  from  eastern  cities  and  Richmond  to  points  south  and  west  of  Atlanta  are 
made  by  the  lines  most  interested  in  that  traffic,  according  to  the  necessity  of  meeting 
competition  by  the  water  lines  working  into  the  South  Atlantic  and  Gulf  ports,  by  adding 
to  the  water  rate  to  the  ports  the  shortest  rail  rate  to  destination,  we  working  the  same 
rates  through  Atlanta  and  Paint  Rock  as  are  made  by  our  competitors.  The  rates  from 
Richmond  to  the  points  noted  herein  are  made  on  the  same  basis  as  from  eastern  cities 
by  deducting  from  such  rates  the  differences  that  experience  has  shown  to  be  equitable  as 
between  that  city  and  the  eastern  cities. 

These  differences  have  been  fixed,  either  by  agreement  or  arbitration,  by  the  lines  from 
and  via  Savannah  and  Charleston  against  the  lines  from  and  via  Richmond. 

The  rates  between  the  local  points  on  our  line  and  the  above-named  points  are  made 
on  the  lowest  combination  ;  but  where  such  combination  is  higher  than  the  Richmond 
rate  that  rate  is  used,  so  that  no  higher  intermediate  rate  obtains. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


427 


We  have  been,  and  are,  most  desirous  ot'  complying  with  the  terms  of  the  interstate 
law,  and  have  arranged  our  rates  for  this  purpose  by  the  best  advice  and  consideration 
we  have  been  able  to  give  to  the  question,  and  believe  that  we  have  complied  with  its 
spirit  and  intent.  We  do  not,  of  course,  claim  to  have  our  rates  absolutely  perfect  in 
this  respect,  as  we  lind,  daily,  omissions  and  errors  which  are  called  to  our  attention 
either  by  complaint  of  shippers  or  by  daily  contact  with  the  tariffs.  As  fast  as  these 
discrepancies  appear  we  correct  them  ;  but  in  many  cases  it  is  impossible  to  quote  rates 
from  our  smaller  stations  to  all  of  the  territory  we  reach  by  the  lines  beyond  us,  and  in 
such  cases,  where  the  shipper  omits  to  ask  the  agent  for  rates,  shipments  are  occasionally 
made  in  which  overcharges  occur. 

To  reduce  our  local  rates  to  the  plane  of  the  lowest  competitive  rate  would  result  in 
the  loss  of  such  revenue  as  would  make  it  impossible  to  sustain  the  property. 

The  accompanying  diagram  shows  the  changes  and  reductions  we  have  made  in  our 
rates  for  the  purpose  of  complying  with  the  law,  and  are  submitted  as  a  part  of  this 
communication. 

If  our  construction  of  the  law  is  at  any  point  at  variance  with  that  of  your  honorable 
body,  we  shall  be  glad  to  make  any  changes  that  you  may  direct. 

Yours,  truly, 


Sol  Haas,,  Traffic  Manager. 


P.  S. — In  reference  to  passenger  rates,  there  are  none  less  for  longer  distances  than 

short. 


C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission. 


THE  SOUTH  CAROLINA  RAILWAY  COMPANY.0 

Dear  Sin  :  Replying  to  your  circular  of  20tli  instant,  I  inclose  herewith  copy  of  appli¬ 
cation  to  the  Interstate  Commerce  Commission,  submitted  at  its  session  in  Atlanta, 
Ga.,  in  April  of  this  year,  which,  as  far  as  I  am  able  to  judge,  gives  very  full  replies  to 
the  inquiries  contained  in  the  circular  to  which  this  is  a  reply  so  far  as  relates  to  inter¬ 
state  rates  over  this  road  only. 

In  regard  to  freight  rates  made  in  combination  with  other  roads,  I  inclose  copy  of  inter¬ 
state  tariff  between  Charleston  and  points  west  and  beyond  Augusta.  The  points 
therein  named,  between  Augusta  and  Atlanta,  are  local  stations  on  the  Georgia  Railroad, 
and  the  rates  named  are  the  sum  of  the  rates  of  this  company  between  Charleston  and 
Augusta  and  the  rates  established  by  the  Georgia  railroad  commission  between  Augusta 
and  said  local  stations.  These,  I  think,  can  hardly  be  considered  joint  rates  in  the  sense 
this  term  is  used  in  the  act,  since,  if  the  roads  declined  to  name  rates  between  Charleston 
and  these  points,  the  cost  to  shippers  would  remain  as  now,  each  road  charging  its  regu¬ 
lar  tariff  between  the  points  on  its  own  line.  The  rates  between  Charleston  and  Atlanta 
are  regulated  by  the  rates  made  by  the  railroads  between  Savannah,  Ga.,  and  Atlanta, 
Ga..  under  the  rule  adopted  by  the  Georgia  railroad  commission.  The  reasons  for 
adopting  these  rates  are  the  same  as  those  given  on  page  4  of  the  inclosed  application  for 
the  use  of  uniform  rates  between  Augusta  and  Charleston.  The  relative  distance  from 
Atlanta  is  309  miles  to  Charleston  and  294  miles  to  Savannah. 

Our  passenger  tariffs  are  made  on  the  basis  of  distance,  and  are  in  no  case  higher  for  a 
shorter  than  for  a  longer  distance. 

If  the  Commission  desires  any  further  information  it  will  give  me  pleasure  to  reply  to 
any  inquiries  submitted. 

Yours,  respectfully,  .John  E.  Peck, 

General  Manager. 

Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


(The  application  referred  to  in  the  foregoing  is  as  follows:) 

f 

Charleston,  S.  C..  April  23,  1887. 

Gentlemen  :  The  South  Carolina  Railway  Company  respectfully  shows  : 

That  the  road  owned  and  operated  by  said  company  is  wholly  within  the  State  of 
South  Carolina,  with  the  exception  that  its  tracks  extend  from  the  town  of  Hamburg,  in 
said  State,  across  the  Savannah  River-  to  the  city  of  Augusta,  Ga.,  situated  on  the  west 
bank  of  said  river,  which  is  at  that  point  the  boundary  line  between  the  States  of  South 
Carolina  and  Georgia. 

That  the  entire  interstate  traffic  transacted  by  said  company,  except  traffic  over  joint 
lines  in  connection  with  other  transportation  companies,  is  the  traffic  between  Augusta, 
Ga.,  and  points  in  the  State  of  South  Carolina.  #as  fully  set  forth  in  its  interstate  tariff, 
a  copy  of  which  is  hereto  attached. 

That  the  rates  as  set  forth  in  said  tariff  are  less  between  Augusta,  Ga.,  and  Charles¬ 
ton  and  Columbia.  S.  C.,  than  the  rates  to  and  from  points  intermediate  between  said 
cities,  and  are  therefore  greater  “  for  a  shorter  than  for  a  longer  distance  over  the  same 
line  in  the  same  direction,  the  shorter  being  included  within  the  longer  distance.” 

Wherefore,  in  accordance  with  the  order  of  the  Interstate  Commerce  Commission,  is¬ 
sued  at  the  city  of  Washington,  on  the  6th  day  of  April,  18S7,  the  South  Carolina  Rail¬ 
way  Company  hereby  makes  application  to  your  honorable  body  for  relief  from  the  op¬ 
eration  of  the  provisions  of  section  4  of  the  act  of  Congress  entitled  “An  act  to  regulate 
commerce.”  and  submits  the  facts  upon  which  said  application  is  claimed. 

(1)  That  as  between  Augusta  and  Charleston  your  applicant  is  not  the  sole  means 
of  railroad  communication  between  said  cities,  the  Port  Royal  and  Augusta  and  the 


“This  property  is  now  controlled  by  tlie  Southern  Railway.  (See  response  of 
that  company  to  the  present  inquiry.) 


428 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Charleston  and  Savannah  railways  forming  a  joint  and  continuous  line  between  said 
cities  of  substantially  the  same  length  as  your  applicant's,  and  which  has  for  many  years, 
and  is  now,  competing  with  your  applicant  for  the  business  between  said  points. 

That  in  addition  to  said  direct  competition  of  carriers  between  said  cities  the  port  of 
Charleston  and  the  port  of  Savannah  are.  and  have  been  for  many  years,  competing  for 
the  business  of  Augusta,  Ga.,  and  have  each  enjoyed  a  portion  of  the  benefits  derived 
from  commercial  relations  with  said  city.  That  the  commercial  routes  between  the  ports 
and  the  said  city  of  Augusta  are  as  follows  :  Between  Charleston  and  Augusta  the  rail 
way  of  the  applicant,  138  miles  in  length,  and  the  railway  of  its  competitor,  as  hereto¬ 
fore  set  forth,  148  miles,  and  a  water  route  via  the  Savannah  River  and  the  Atlantic 
Ocean.  Between  Savannah  and  Augusta,  the  railway  line  of  the  Central  Railroad  and 
Banking  Company,  132  miles  in  length,  and  a  water  route  via  the  Savannah  River.  The 
routes  between  Augusta  and  Savannah  are  not  subject  to  the  provisions  of  the  act  to 
regulate  commerce,  the  railway  being  wholly  within  the  State  of  Georgia,  and  the  law's 
of  said  State,  as  will  hereafter  be  more  fully  shown,  permitting  its  railroads  to  arrange 
their  tariffs  without  the  restrictions  from  which  your  applicant  seeks  relief.  Your  appli¬ 
cant,  in  view  of  these  facts,  respectfully  submits  that  if  the  relief  sought  is  not  granted 
the  restrictions  imposed  will  practically  invest  the  lines  of  transportation  leading  to  the 
city  of  Savannah  with  the  power  to  so  arrange  their  rates  as  to  render  it  unprofitable  for 
the  lines  leading  to  Charleston  to  transport  traffic  at  the  same  rates  as  those  made  to  Sa¬ 
vannah,  by  reason  of  the  fact  that  reductions  made  by  the  lines  to  Savannah  in  rates  to 
and  from  Augusta  would  affect  the  revenue  of  said  lines  only  as  regards  the  business 
from  Augusta  to  Savannah,  while  the  same  reductions  made  in  the  rates  between  Au¬ 
gusta  and  Charleston  might  involve  similar  reductions  to  many  of  the  intermediate 
points,  creating  a  loss  of  revenue  greater  than  could  be  derived  from  the  business  from 
Augusta,  and  that  in  such  case  the  effect  of  such  denial  would  be,  not  to  regulate  com¬ 
merce  between  the  States  of  Georgia  and  South  Carolina,  but  to  allow  the  carriers  of 
Georgia  to  so  arrange  their  rates  as  to  prevent  commerce  between  said  States,  and  to  de¬ 
prive  the  carriers  to  Charleston  of  the  benefits  heretofore  and  now  derived  from  the  trans¬ 
portation  of  such  business  and  the  city  of  Charleston  of  the  benefits  arising  from  its  com¬ 
merce  with  the  city  of  Augusta.  Your  applicant  further  avers  that  the  rates  between 
Savannah  and  Augusta  and  the  rates  between  Charleston  and  Augusta  have  for  many 
years  past  been  exactly  the  same  ;  that  the  distance  is  so  nearly  equal  and  that  other 
circumstances  and  conditions  are  so  nearly  similar  as  to  make  such  an  adjustment  of 
rates  not  only  just  and  reasonable,  but.  as  a  sound  business  policy,  imperative,  in  order 
to  prevent  unjust  discriminations  between  the  said  ports  by  the  carriers  thereto.  Your 
applicant  further  avers  that  the  adjustment  of  rates  between  Augusta  and  the  ports  not 
only  affects  the  interests  of  the  port  of  Charleston  and  the  carriers  thereto  in  the  manner 
stated  as  to  the  commerce  of  the  city  of  Augusta,  but  that  in  consequence  of  the  fact  that 
the  rates  from  the  local  stations  on  the  Georgia  Railroad,  and  on  the  Augusta  and  Knox¬ 
ville  Railroad,  and  on  the  Augusta.  Gibson  and  Sandersville  Railroad  to  and  from  the 
ports  are  based  on  the  rates  between  Augusta  and  the  ports,  the  commerce  between  said 
points  and  the  ports  will,  unless  the  relief  sought  be  granted,  be  affected  in  the  same 
manner  as  the  commerce  between  the  city  of  Augusta  and  the  city  of  Charleston,  and 
that  the  effect  of  withholding  the  relief  applied  for  might,  and  probably  would,  result  in 
a  practical  prohibition  of  that  commerce  between  the  States  of  South  Carolina  and 
Georgia,  which  has  had  an  uninterrupted  existence  for  more  than  a  century. 

(2)  That  as  between  the  city  of  Augusta,  Ga.,  and  the  city  of  Columbia,  S.  C.,  your 
applicant  is  not  the  sole  means  of  railroad  communication  between  the  two  cities.  The 
Richmond  and  Danville  Railroad  Company,  by  one  of  its  leased  lines,  operates  a  line 
between  the  two  cities  and  is  now  competing  with  your  applicant  for  the  traffic  between 
said  cities.  Your  applicant  avers  that  notwithstanding  the  fact  that  it  carries  traffic  143 
miles,  while  its  competitor  carries  it  only  85  miles  to  reach  the  same  point,  that  it  has 
been  able  to  secure  a  considerable  portion  of  the  traffic  between  said  cities  at  the  rates 
fixed  and  charged  by  its  competitor,  and  said  traffic  has  yielded  to  your  applicant  a  fair 
margin  of  profit  by  reason  of  the  fact  that  it  must,  as  a  common  carrier,  run  trains  be¬ 
tween  the  said  points  in  order  to  serve  the  towns  situated  between  said  cities  on  its  line, 
enabling  your  applicant  to  transport  said  competitive  traffic  without  greatly  increasing 
the  cost  of  running  said  trains,  and  thus  securing  a  reasonable  profit  on  the  competitive 
business.  That  if  it  shall  become  necessary  to  adjust  all  its  rates  so  that  no  greater 
charge  shall  be  made  for  a  shorter  than  for  a  longer  distance  over  the  same  line  in  the 
same  direction  a  reduction  to  the  basis  of  the  competitive  rates  would  cause  the  trans¬ 
portation  of  traffic  between  Augusta  and  Columbia  to  be  unprofitable  to  your  applicant, 
by  reason  of  the  reduction  made  on  its  intermediate  traffic,  and  that  it  will  therefore  be 
forced  to  so  adjust  its  rates  between  Columbia  and  Augusta  as  to  deprive  your  appli¬ 
cant  of  any  participation  in  the  commerce  between  said  cities.  Thus  your  applicant  will 
be  deprived  of  a  portion  of  the  profits  resulting  from  its  business  which  it  has  heretofore 
enjoyed,  and  the  cities  of  Columbia  and  Augusta  will  be  deprived  of  whatever  benefits 
said' cities  now  derive  from  the  competition  of  carriers  between  said  points,  while  the 
towns  which  will  continue  to  be  served  by  your  applicant  will  in  no  manner  be  benefited 
bv  the  withdrawal  of  your  applicant  from  said  competition. 

(3)  Your  applicant  respectfully  submits  that  the  relief  hereby  applied  for  should  be 
granted  by  your  honorable  body,  because  the  arrangement  of  rates  as  set  fox*th  in  its 
interstate  tariff,  herewith  submitted,  is  in  itself  just  and  reasonable.  The  legislature  of 
the  State  of  South  Carolina  passed,  in  The  year  1882.  laws  regulating  the  rates  of  rail¬ 
road  companies,  and  in  said  laws  prescribed  what  shall  be  held  to  be  just  and  reasonable 
in  the  arrangement  of  tariffs,  which  laws  are  now  in  full  force  and  effect. 

The  legislature  of  the  State  of  Georgia  passed,  on  the  14th  day  of  October,  1879,  “An 
act  to  provide  for  the  regulation  of  railroad  freight  and  passenger  tariffs  in  this  State,  to 
prevent  unjust  discrimination  and  extortion  in  the  rates  charged  for  transportation  of 
passengers  and  freight,  and  to  prohibit  railroad  companies,  corporations,  and  lessees  in 
this  State  from  charging  other  than  just  and  reasonable  rates,  and  to  punish  the  same, 
and  prescribe  a  mode  of  procedure  and  rules  of  evidence  in  relation  thereto,  and  to  appoint 
commissioners,  and  to  prescribe  their  powers  and  duties  in  relation  to  the  same.” 

The  board  of  railroad  commissioners  of  the  State  of  Georgia,  by  virtue  of  the  power 
conferred  by  said  law  on  said  commission,  has  made  and  published  the  following  regula¬ 
tion,  which  is  now  in  full  force  and  effect: 


429 


DIGEST  OF  HEARINGS  OX  RAILWAY  RATES. 


“  Regulations  concerning  freight  rates. — Tlie  freight  rates  prescribed  by  the  commission 
are  rpaximum  rates,  which  shall  not  be  transcended  by  the  railroads.  They  may  carry, 
however,  at  less  than  the  prescribed  rates  :  provided,  that  if  they  carry  for  less  for  one 
person  they  shall  for  the  like  service  carry  for  t lie  same  lessened  rate  for  all  persons, 
except  as  mentioned  hereafter  ;  and  if  they  adopt  less  freight  rates  from  one  station,  they 
shall  make  a  reduction  of  the  same  per  cent  at  all  stations  along  the  line  of  road,  so  as 
to  make  no  unjust  discrimination  as  against  any  person  or  locality.  But  when,  from  any 
point  in  this  State, _  there  are  competing  lines,  one  or  more  not  subject  to  the  jurisdic¬ 
tion  of  the  commission,  then  any  line  or  lines  which  are  so  subject  may,  at  such  compet¬ 
ing  point,  make  rates  below  the  standard  tariff,  to  meet  such  competition,  without  mak¬ 
ing  a  corx-esponding  reduction  along  the  line  of  road.” 

Your  applicant  respectfully  submits  that  the  arrangement  of  rates  as  shown  by  its 
interstate  tariff  would,  if  the  transportation  was  wholly  within  either  the  States  of  South 
Carolina  or  Georgia,  to  be  adjudged  to  be  not  only  just  and  reasonable,  but  fully  in  accord¬ 
ance  with  and  authorized  by  the  laws  of  said  States,  which  laws  have  been  in  effect  for 
a  period  of  five  and  eight  years,  respectively,  without,  so  far  as  is  known  by  your  appli¬ 
cant,  any  demand  on  the  part  of  any  citizen  of  either  of  said  States  for  a  modification  of 
or  for  the  repeal  of  the  said  laws  heretofore  quoted.  And  your  applicant  further  submits 
that,  in  view  of  the  fact  that  its  interstate  rates  have  been  adjusted  in  conformity  to  the 
laws  of  said  States,  that  the  discrimination  therein  shown  in  favor  of  competitive  points 
is  in  all  respects  just  and  reasonable  and  in  no  wise  unjust  discrimination,  unless  it  be  so 
declared  by  reason  of  such  discrimination  being  in  violation  of  the  fourth  section  of  the 
act  to  regulate  commerce,  in  which  case  your  honorable  body  is  authorized  by  the  pro¬ 
visions  of  said  act  to  relieve  your  applicant  from  the  operation  of  said  section. 

(4)  Your  applicant  respectfully  submits  that  the  fourth  section  of  the  act  to  regulate 
commerce  does  not,  in  clear  and  explicit  terms  and  beyond  doubt,  prohibit  railroad 
companies  from  charging  or'  receiving  any  greater  compensation  in  the  aggregate  for  the 
transportation  of  property  for  a  shorter  distance  to  a  non-competitive  point  than  is 
charged  for  a  longer  distance  over  the  same  line  to  a  competitive  point.  The  prohibition 
is  restricted  by  the  terms  of  said  section  to  “  the  transportation'  of  like  kind  of  property, 
under  substantially  similar  circumstances  and  conditions.”  In  this  restriction  two  facts 
are  recognized  :  First,  that  the  property  carried  by  railroad  companies  will  not  all  be  of 
like  kind  ;  second,  that  property  of  a  like  kind  will  not  all  be  carried  under  substantially 
similar  circumstances  and  conditions.  If  these  restrictions  had  been  omitted  from  the  sec¬ 
tion,  there  could  have  been  no  doubt  as  to  its  requirements.  With  the  restrictions,  there 
is  no  dispute  as  to  the  fact  that  the  provisions  of  the  fourth  section  does  not,  and  was  not 
intended  to,  interfere  with  the  practice  adopted  by  common  carriers  of  classifying  the 
property  usually  transported  by  railroads  and  charging  more  for  the  transportation  of 
one  kind  of  property  a  shorter  distance  than  was  charged  for  the  transportation  of 
another  kind  of  property  a  longer  distance.  Yet  it  has  been  gravely  contended  that  the 
term  ”  substantially  similar  circumstances  and  conditions  ”  has,  in  fact,  no  practical 
meaning  whatever  ;  that  the  requirements  of  the  fourth  section  are  precisely  the  same  as 
though  this  phrase  had  been  omitted  altogether.  Yet  the  same  parties  who  deny  that  this 
phrase  has  any  practical  meaning  when  used  in  the  fourth  section  not  only  admit,  but 
contend,  that  the  same  phrase  has  a  very  important  signification  when  used  in  the  second 
section  of  the  act.  That  section  provides  that  each  shipment  of  a  like  kind  of  property,  in 
the  same  quantity,  carried  at  the  same  time,  in  the  same  direction,  the  same  distance,  un¬ 
der  substantially  similar  circumstances  and  conditions,  shall  yield  the  same  revenue  to  the 
carrier.  Each  party  making  a  shipment,  as  there  described,  shall  pay  to  the  carrier  the 
same  amount.  Yet  it  is  admitted  that  your  applicant  may,  without  violating  the  pro¬ 
visions  of  this  section,  transport  from  Augusta  to  Charleston,  on  the  same  train,  three  car¬ 
loads  of  flour,  each  car  containing  100  barrels  of  the  same  brand,  and  receive  for  such  serv¬ 
ice  a  different  amount  for  each  shipment,  because  the  said  shipments  were  not  made 
under  substantially  similar  circumstances  and  conditions,  by  reason  of  the  fact  that  the 
service  performed  by  your  applicant  constituted  in  one  case  a  portion  of  a  continuous 
shipment  from  Chicago,  in  another  of  a  continuous  shipment  from  Nashville,  and  the 
third  of  a  continuous  shipment  from  Atlanta. 

It  is  admitted  in  the  construction  given  to  this  phrase,  as  used  in  the  second  section, 
that  it  was  not  the  intention  of  Congress  to  destroy  the  system  of  joint  through  rates, 
which  had  been  adopted  by  the  railroads,  whereby  each  carrier  accepted  as  compensation 
for  the  service  performed  a  proportion  based  on  the  number  of  miles  of  service  rendered 
by  said  carrier,  by  compelling  each  carrier  to  charge  the  same  rate  on  all  shipments  as 
described  in  said  section,  but  that  the  phrase  “  substantially  similar  circumstances  and 
conditions  ”  confined  the  operation  of  this  section,  not  only  to  the  circumstances  and  con¬ 
ditions  therein  specifically  described,  but  by  the  use  of  this  phrase  also  included  both  the 
initial  and  terminal  points  of  said  shipment,  so  that  unless  these  were  both  the  same  the 
requirements  of  said  section  did  not  apply.  Without  this  qualifying  clause  the  effect  of 
section  2  would  be,  first,  to  greatly  increase  the  joint  rates  for  long  distances  over  joint 
lines,  because  the  railroads  could  not  afford  to  arrange  the  rates  between  their  terminal 
points  on  the  basis  of  their  proportion  of  the  joint  rates  ;  second,  to  prevent  longer  and 
indirect  lines  from  competing  with  short  and  direct  lines,  because  the  adjustment  of  all 
the  rates  between  the  terminal  points  of  each  railroad  on  the  basis  of  its  proportion  of 
the  competitive  rate  would  make  the  competitive  business  result  in  a  loss  to  the  several 
railroad  companies  instead  of  a  profit. 

The  logical  effect  of  the  admission  that  the  phrase  “  substantially  similar  circum¬ 
stances  and  conditions  ”  does  qualify  the  provisions  of  the  secoud  section,  as  before 
stated,  is  that  Congress  did  not  intend  to  increase  the  rates  over  continuous  lines  to  the 
extent  of  the  sums  of  the  rates  charged  by  each  road  for  the  same  service  between  its 
terminal  points,  and  that  it  did  not  intend  to  prevent  or  destroy  railroad  competition  in 
the  manner  before  stated,  but  that  this  qualification  was  inserted  in  order  to  prevent 
such  results  from  the  passage  of  the  act.  Another  evidence  of  such  intention  is  found 
in  the  fourth  section,  in  the  provision  that  the  carrier  shall  not  receive  any  greater  com¬ 
pensation  in  the  aggregate,  which  is  admitted  to  mean  not  the  aggregate  received  by 
any  one  party  to  a  continuous  shipment,  but  the  amount  received  by  all  the  parties  to 
such  shipment.  Your  applicant  submits  that  it  is  proper  to  assume  that  if  Congress 
used  the  term  “  substantially  similar  circumstances  and  conditions  ”  in  one  section  of 
this  act  for  the  purpose  of  preventing  certain  results,  that  its  use  in  another  section 
was  for  the  same  purpose,  it  the  absence  of  such  qualifying  term  in  the  fourth  section 


430 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


would  produce  the  same  results  as  its  omission  in  the  second  section.  It  will  hardly 
be  denied  that  a  change  from  the  system  of  adjusting  tariffs  that  has  been  adopted  by 
railroads,  which  gives  to  competitive  points  lower  rates  than  are  charged  to  non-competi¬ 
tive  points,  to  the  observance  of  the  rule  that  a  rate  for  a  shorter  distance  shall  not  be 
greater  than  for  a  longer  distance,  must  of  necessity  increase  the  rates  for  the  longer 
distance,  because  the  opposite  course  would  so  reduce  the  revenue  of  the  railroads  as  to 
render  them  incapable  of  performing  the  service.  This  being  true  as  to  the  effect  on 
the  rates  between  the  terminal  points  of  one  railroad  company,  that  effect  is  intensified 
when  joint  rates  are  made  over  two  or  more  roads.  In  proof  of  this  assertion,  your  ap¬ 
plicant  respectfully  submits  that  on  existing  tariffs  the  rate  from  New  York  to  Willis- 
ton,  S.  C.,  a  point  39  miles  east  of  Augusta,  Ga.,  per  100  pounds  of  first-class  freight,  is 
$1.17  ;  that  the  rate  to  Augusta,  Ga.,  is  96  cents,  and  that  the  rate  to  Thomson,  Ga., 
a  point  37  miles  west  of  Augusta,  is  $1.17.  The  latter  rate  is  made  by  adding  to  the 
rate  to  Augusta  the  rate  from  Augusta  to  Thomson  established  by  the  Georgia  rail¬ 
road  commission.  If  it  becomes  necessary  to  arrange  these  rates  on  the  basis  of  not 
charging  in  greater  sum  for  a  shorter  than  is  charged  for  a  longer  distance,  the  rate  to 
Augusta  must  be  increased  to  at  least  $1.17  or  the  rates  to  all  points  between  Charleston 
and  Augusta  must  be  decreased.  If  such  increase  is  made,  the  law  would  still  allow  the 
line  to  continue  its  rate  of  $1.17  to  Thomson  without  being  guilty  of  violating  either 
the  second  or  fourth  section  ;  but  if  this  is  done,  the  carriers  must  accept  for  the  trans¬ 
portation  of  freight  through  Augusta  to  Thomson,  a  non-competitive  point  on  the 
Georgia  Railroad,  a  rate  of  96  cents,  so  as  to  allow  the  Georgia  Railroad  its  compensation 
for  the  service  performed.  Under  such  an  interpretation  of  the  law  the  joint  lines  be¬ 
tween  New  York  and  Augusta  would  be  authorized  to  receive  a  less  rate  for  the  longer 
distance  to  a  non-competitive  point  than  was  charged  for  a  shorter  distance  to  a  com¬ 
petitive  point.  On  the  other  hand,  if  the  present  system  of  making  rates  was  adhered 
to,  the  rate  to  Thomson  would  be  increased  to  $1.38,  and  a  similar  increase  would  be 
made  to  all  stations  between  Augusta  and  Atlanta.  This  would  make  the  rate  to  At¬ 
lanta  $1.79  instead  of  $1.14,  as  at  present.  The  present  rate  from  New  York  to  Marietta, 
Ga.,  a  non-competitive  point,  20  miles  west  of  Atlanta,  is  now  $1.34,  made  by  adding 
the  rate  established  by  the  Georgia  commission  from  Atlanta  to  Marietta  to  the  Atlanta 
rate.  But  if  the  rate  to  Atlanta  is  changed,  as  before  stated,  the  rate  would  be  $1.90. 

It  is  manifest  that  if  the  rates  on  continuous  lines  were  thus  increased  the  power  of 
competition  by  longer  and  indirect  lines  would  be  weakened  to  an  extent  that  would 
force  them  to  withdraw  from  the  competitive  business,  so  that  the  admitted  qualification 
in  the  second  section  would  be  entirely  neutralized  unless  the  same  terms  are  given  the 
same  signification  in  the  fourth  section.  Your  applicant  further  submits  that  the  third 
section  of  the  act  to  regulate  commerce  provides  that  it  shall  be  unlawful  for  any  com¬ 
mon  carrier  to  give  undue  preference  or  advantage  to  any  locality  or  to  subject  any 
locality  to  any  undue  or  unreasonable  prejudice  or  disadvantage ;  that  the  localities 
which  have  been  granted  rates  less  for  a  longer  distance  than  is  charged  localities  for 
which  a  shorter  service  is  performed  are  entitled  to  such  preference  by  reason  of  the 
superior  facilities  for  transportation  which  said  localities  enjoy,  either  by  natural  or 
artificial  ways.  The  right  of  such  localities  to  enjoy  these  advantages  has  been  recog¬ 
nized,  as  hereinbefore  shown,  by  State’s  regulation,  and  is  in  strict  accordance  with  com¬ 
mercial  laws  and  commercial  usage.  The  increased  supply  has  in  this,  as  in  other  com¬ 
mercial  transactions,  resulted  in  a  decrease  of  prices.  If  the  benefit  derived  from  the 
adoption  of  this  principle  in  the  adjustment  of  tariffs  to  competitive  points  was  confined 
alone  to  competitive  points  there  might  be  some  ground  for  the  charge  of  unjust  dis¬ 
crimination  against  non-competitive  points.  But,  as  has  been  already  shown,  there  is  no 
practicable  method  of  adjusting  rates  on  joint  lines  so  that  no  greater  charge  shall  be 
made  for  a  shorter  distance  than  is  made  for  a  longer  distance  that  will  not  injuriously 
affect  the  non-competitive  as  well  as  the  competitive  points.  ( 

It  follows,  therefore,  that  the  noncompetitive  as  well  as  the  competitive  points  are 
the  beneficiaries  of  the  present  adjustment  of  tariffs.  Would  it  not  be  putting  the  com¬ 
petitive  points  at  an  undue  and  unreasonable  disadvantage  to  deprive  them  of  all  the 
benefit  of  their  location?'  Whether  the  adjustment  is  made  on  the  basis  of  distance,  by 
means  of  increasing  the  competitive  rates  to  the  level  of  the  noncompetitive,  or  by 
decreasing  the  noncompetitive  rates  to  the  level  of  the  competitive,  or  by  increasing 
the  one  and  decreasing  the  other,  the  result  is  alike  to  deprive  the  competitive  point  of 
the  advantage  of  its  location  and  confer  by  statute  on  the  noncompetitive  point  an 
advantage  it  could  obtain  in  no  other  manner.  More  than  this,  the  rates,  as  adjusted 
by  one  continuous  line,  are  not  always  a  true  indication  of  the  real  situation  of  the 
localities.  In  the  illustration  heretofore  given,  the  rate  from  New  York  to  Williston 
and  the  rate  to  Thompson,  76  miles  distant  on  the  same  line,  being  the  same  to.  each 
point,  and  the  rate  to  Augusta,  halfway  between  these  points  on  the  same  line,  being 
lower  than  either,  seems  to  be  discrimination  in  favor  of  both  Augusta  and  Thompson 
against  Williston.  Yet  when  the  route  from  New  York  to  Augusta  is  via  the  ocean  and 
the  Savannah  River,  a  rate  to  Augusta  of  96  cents  and  a  rate  to  Williston,  39  miles 
east,  and  a  rate  to  Thompson,  37  miles  west,  is  $1.17  to  each,  is  beyond  question  most 
just  and  reasonable  to  all  these  points. 

Your  applicant  submits,  in  view  of  these  facts,  that  it  is  impossible  to  adjust  rates  so 
as  to  comply  with  the  provisions  of  section  3  of  the  act  to  regulate  commerce,  where 
the  public  is  served  by  numerous  competing  carriers  over  routes  of  different  character, 
without  giving  due  consideration  to  all  the  conditions  and  circumstances  under  which 
the  traffic  is  transported,  and  that  in  fact  the  arrangement  of  its  interstate  rate  is  not 
in  violation  of  any  portion  of  the  act  to  regulate  commerce,  but  in  entire  conformity 
therewith.  Nevertheless,  in  view  of  the  fact  that  the  provisions  of  said  act  have  not 
been  judicially  construed,  and  in  view  of  the  fact  that  your  applicant  desires  to  act 
in  full  conformity  with  the  requirements  of  said  act,  and  to  avoid  any  penalties  that 
might  be  incurred  through  an  erroneous  construction  of  said  act,  your  applicant  respect¬ 
fully  petitions  your  honorable  body  to  exercise  in  its  behalf  the  power  conferred  by  the 
proviso  of  the  fourth  section  of  said  act,  and  to  relieve  your  applicant  from  the  oper¬ 
ation  of  said  section  in  so  far  as  relates  to  its  rates  between  competitive  points. 

The  South  Carolina  Railway  Company, 

By  John  B.  Peck,  General  Manager. 

The  Interstate  Commerce  Commission. 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


431 


THE  GEORGIA  PACIFIC  RAILWAY  COMPANY.® 

Dear  Sir  :  “  Rates  of  freight  on  interstate  traffic."  Referring  to  a  communication  of 
C.  C.  McCain,  auditor,  I  beg  to  say  that  so  far  as  rates  from  any  one  station  on  our  line 
to  any  other  station  no  rate  is  made  higher  for  a  short  than  for  a  longer  distance.  As 
regards  rates  to  and  from  places  beyond  the  territory,  as  you  are  doubtless  aware,  it  is 
the  policy  of  all  the  railways  in  the  Southern  Railway  and  Steamship  Association  to  make 
less  rates  to  common  points  in  the  territory  of  the  association  than  to  intermediate  points 
which  are  not  common  and  to  which  no  competition  exists.  For  instance,  the  highest 
rates  from  New  York  to  stations  on  this  line  between  Atlanta  and  Birmingham  are  made 
to  Waco  and  Bremen,  Ga.  They  are  : 


1. 

o 

6  . 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

F. 

H. 

Highest  rates  from  New  York  to — 
Waco  and  Bremen _ 

152 

132 

114 

99 

80 

64 

54 

64 

46 

43 

78 

93 

94 

Anniston.  Oxford, and  Birming¬ 
ham  _ _ _ 

114 

98 

86 

73 

60 

49 

36 

48 

40 

39 

58 

78 

68 

Highest  rates  from  New  York  to 
points  west  of  Birmingham  are 
made  to — 

Fern  Bank  and  Hudson . . 

154 

132 

,» 

96 

85 

71 

58 

b8 

54 

50 

83 

109 

91 

Columbus.  Miss . . . 

120 

105 

90 

75 

70 

59 

46 

58 

50 

49 

68 

98 

70 

From  other  eastern  cities — Boston.  Philadelphia,  Baltimore,  Richmond,  Charleston, 
Savannah — the  rates  are  made  with  relation  to  the  rates  from  New  York.  We  have  prac¬ 
tically  no  traffic  from  our  local  stations  to  the  cities  above  mentioned  of  any  goods  com¬ 
ing  within  above  classified  rates,  but  should  shipments  be  offered  the  above-named  rates 
would  be  used. 

From  the  west  rates  are  likewise  made  less  to  common  points — Atlanta,  Macon, 
Augusta,  etc.— than  to  intermediate  local  stations. 

Rates  are  published  from  Cincinnati  to  Waco  and  Bremen,  Ga.,  as  follows  : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D.. 

E. 

F. 

H. 

Cincinnati  to— 

Waco  and  Bremen  .  - . _ . 

150 

128 

114 

93 

76 

64 

46 

50 

40 

3.5} 

68 

78 

72 

Atlanta  . . . . _ . 

107 

92 

84 

68 

56 

46 

28 

36 

31 

27 

48 

54 

53 

Sardis.  Sipsev,  and  Fayette . 

161 

133 

110 

91 

75 

664 

52 

54 

46 

40 

701 

84 

84 

Columbus,  Miss . . 

115 

97 

77 

66 

55 

481 

41i 

42 

35 

33} 

50} 

59 

65 

The  same  method  is  preserved  in  making  rates  from  Louisville,  St.  Louis,  Evansville, 
etc. 

From  the  line  of  this  railway  our  principal  article  of  transportation  to  stations  beyond 
is  coal.  In  making  rates  from  the  mines  situated  upon  this  railway  we  have,  by  agree¬ 
ment  with  our  connections,  made  less  rates  to  certain  competitive  points  than  to  nearer 
noncompetitive  places.  From  Walker  County  coal  mines  to  Meridian  the  rate  is  $1.40 
per  ton.  To  the  highest  intermediate  station  on  M.  and  O.  Railroad  Marion  rates  are  as 


follows  : 

Ton. 

May  1  to  August  1 _ _ _ $2.  00 

August  1  to  September  30 _  2.  20 

October  1  to  May  1 _  2.  25 

Rate  to  Mobile _  2.  25 

To  highest  intermediate  point : 

May  1  to  August  1 _  2.  20 

August  1  to  September  30 _  2.  30 

October  1  to  May  1 - 2.  45 

Rate  to  Jackson,  Miss _  2.  25 

To  highest  intermediate  point : 

May  1  to  August  1 _  2.  10 

August  1  to  September  30 _  2.  20 

October  1  to  May  1 _  2.  40 

To  highest  intermediate  point  on  Memphis  and  Charleston  Railroad  : 

May  1  to  September  1 -  2.  30 

September  1  to  October  1 _  2.  40 

October  1  to  May  1 _  2.  50 

Rate  to  Holly  Springs,  Miss.,  via  Starkville  and  Illinois  Central  Railroad _  2.  60 

Rate  to  highest  intermediate  point  on  Illinois  Central  Railroad _  3.  65 

On  cotton  : 

Rates,  Birmingham.  Ala.,  to — 

Boston  and  Providence _  .  75 

New  York  and  Philadelphia _  .  70 

Baltimore  _  .  65 

Norfolk  and  West  Point _  .  56 

Savannah,  Charleston,  and  Brunswick _  .  50 


a  This  property  is  now  controlled  by  the  Southern  Railway.  See  response  of 
that  company  to  the  present  inquiry. 


432 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Highest  intermediate  station  to — 

Boston  and  Providence _ 

New  York  and  Philadelphia _ 

Baltimore  _ 

Norfolk  and  West  Point - 

Charleston  and  Savannah - 

Atlanta  to  New  Orleans _ 

Highest  intermediate  station  on  Georgia  Pacific _ 

Staves : 

Birmingham  to  Memphis _ 

Highest  intermediate  station  on  Georgia  Pacific  to  Memphis 

Cairo,  Ill - 

Highest  intermediate  station  on  Georgia  Pacific _ 


Tons. 

$0.  78 
.  73 
.  68 
.  59 
.  53 
.  50 
.  53 


.  20 
.  42 


.  42 


These  are  all  the  instances  in  which,  in  issuing  rates  to  or  from  this  line  of  railway,  we 
have  made  higher  rates  to  or  from  an  intermediate  station  than  to  a  more  distant  one, 
and  in  every  case  the  difference  has  been  forced  by  strong  competition. 

We  have  been  largely  guided  in  our  action  by  the  communication  of  the  honorable 
Interstate'  Commerce  Commissioners,  published  in  July  last,  and  trust  that  our  course 
will  meet  with  their  approval. 

Respectfully,  Geo.  S.  Barxum, 

General  Freight  Agent. 

T.  Y.  Sage,  Esq., 

General  Manager,  City. 


THE  GEORGIA  MIDLAND  AND  GULF  RAILROAD." 

Dear  Sir  :  I  beg  to  hand  you  herewith  replies  to  questions  set  forth  in  your  circular 
letter  of  October  20.  Also  in  memorandum  inclosed  with  your  letter  November  23. 
Columbus,  Ga.,  is  about  the  only  real  competitive  point  on  our  little  road,  and  to  this 
point  the  rates  are  made  by  the  Central  Railroad,  and  controlled  somewhat  by  the  boats 
on  the  Chattahoochee  River.  Hence  a  lower  rate  in  effect  to  Columbus  than  to  our  local 
stations,  for  instance  Woodburn,  as  per  rates  shown  on  attached  memorandum.  The 
same  rule  applies  in  making  rates  to  all  of  our  local  stations  from  common  points. 

The  rates  as  shown  on  memorandum  are  from  New  York  to  Columbus,  Ga.,  and  from 
same  common  points  to  Woodbury,  a  local  station. 

Respectfully,  yours,  C.  W.  Chears, 

General  Freight  Agent. 

C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission,  Washington,  D.  C. 


EAST  TENNESSEE,  VIRGINIA  AND  GEORGIA  RAILWAY.6 

Dear  Sir  :  In  reply  to  your  circular  of  October  20,  1887,  we  have  to  say  that  we  have 
in  effect  rates  which  are  greater  for  the  short  than  for  the  long  haul  over  the  same  line 
in  the  same  direction,  the  shorter  being  included  within  the  longer  distance,  but  that  it 
is  our  desire  to  make  our  tariffs  in  conformity  to  the  law,  as  we  understand  it.  and  we 
have  already  made  some  progress  in  this  direction,  as  the  tariffs  which  we  have  filed  with 
you  since  the  5th  day  of  last  July  will  attest. 

The  revision  of  our  tariffs  is  attended  with  a  great  many  difficulties,  and  we  desire  to 
point  out  some  of  the  difficulties  to  you  in  order  that  you  may  understand  why  it  is  that 
our  tariffs  are  not  strictly  in  accordance  with  the  long  and  short  haul  clause  of  the  law. 

To  do  this  it  will  be  necessary  to  call  your  attention  to  the  geographical  location  of 
our  system  of  road. 

The  East  Tennessee  division  extends  from  Bristol  (on  the  Virginia  and  Tennessee  State 
line)  to  Chattanooga,  and  includes  the  branch  from  Ooltewah  Junction.  Tenn.,  to  Cqhutta, 
Ga.  ;  the  North  Carolina  division  extends  from  Paint  Rock  (on  the  North  Carolina  and 
Tennessee  State  line)  to  Morristown,  Tenn.  ;  the  Knoxville  and  Ohio  Railroad  extends 
from  Jellico  (on  the  Kentucky  and  Tennessee  State  line)  to  Knoxville,  Tenn.  ;  the  Ala¬ 
bama  division  extends  from  Cleveland,  Tenn.,  to  Selma,  Ala.  ;  the  Alabama  subdivision 
extends  from  Selma,  Ala.,  to  Meridian,  Miss.  ;  the  Georgia  division  extends  from  Rome 
Ga.,  to  Macon,  Ga.  ;  the  Brunswick  division  extends  from  Macon,  Ga.,  to  Brunswick,  Ga., 
including  the  branch  from  Cochran,  Ga.,  to  Hawkinsville,  Ga.  ;  the  Memphis  and  Charles 
ton  Railroad  extends  from  Chattanooga,  Tenn.,  to  Memphis,  Tenn.,  including  branches 
from  Tuscumbia,  Ala.,  to  Florence,  Ala.,  and  Moscow7,  Tenn.,  to  Summerville.  Tenn. 

The  East  Tennessee  division  is  paralleled  for  more  than  half  its  length  by  the  Holston 
and  Tennessee  rivers,  and  has  to  compete  writh  the  w7ater  craft  which  ply  those  streams, 
and  w7ith  the  various  railroads  which  diverge  from  Chattanooga. 

The  Alabama  division  comes  into  contact  at  Dalton,  Ga.,  writh  the  Western  and  Atlantic 
Railroad  ;  at  Rome,  Ga.,  with  the  Rome  Railroad  ;  at  Cross  Plains,  Ala.,  with  the  East 
and  West  Railroad  ;  at  Anniston,  Ala.,  and  Oxford,  Ala.,  with  the  Georgia  Pacific  Rail¬ 
road  and  Anniston  and  Atlantic  Railroad ;  at  Barclays,  Ala.,  with  the  Talledega  and 
Coosa  Valley  Railroad  ;  at  Childersburgh,  Ala.,  with  the  Central  Railroad  of  Georgia  ;  at 
Calera,  Ala.,  with  the  Louisville  and  Nashville  Railroad  ;  at  Selma,  Ala.,  with  Cincinnati, 
Selma  and  Mobile  Railroad,  Western  Railroad  of  Alabama,  Louisville  and  Nashville  Rail¬ 
road,  and  the  Alabama  River. 

The  Alabama  subdivision  comes  into  contact  with  the  Tombigbee  River  at  Demopolis. 
Ala. ;  the  Alabama  and  Great  Southern  Railroad  at  York,  Ala. ;  at  Lauderdale,  Miss,  with 


a  See  response  of  the  Southern  Railway  to  the  present  Inquiry. 

&This  property  is  now  controlled  by  the  Southern  Railway.  See  response  of 
that  company  to  the  present  inquiry. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


483 


the  Mobile  and  Ohio  Railroad,  and  at  Meridian,  Miss.,  with  the  Mobile  and  Ohio  Railroad, 
Vicksburg  and  Meridian  Railroad,  Alabama  and  Great  Southern  Railroad,  and  the  New 
Orleans  and  North  Eastern  Railroad. 

The  Georgia  division  is  paralleled  with  the  Rome  Railroad,  Western  and  Atlantic  Rail¬ 
road,  and  Central  Railroad  of  Georgia  ;  it  comes  in  close  contact  at  Rome.  Ga.,  with  the 
Rome  Railroad  ;  at  Atlanta,  Ga.,  with  the  Western  and  Atlantic  Railroad,  Atlanta  and 
West  Point  Railroad,  Central  Railroad  of  Georgia,  Georgia  Railroad  and  Banking  Com¬ 
pany,  and  Richmond  and  Danville  Railroad  ;  at  Macon,  Ga.,  with  the  Central  Railroad 
of  Georgia,  Georgia  Railroad  and  Banking  Company,  and  Macon  and  Covington  Railroad. 

The  Brunswick  division  comes  into  contact  with  the  Ocmulgoe  River  at  Ilawkinsville  ; 
at  Jessup  with  the  Savannah,  Florida  and  Western  Railway,  and  at  Brunswick  with  the 
Brunswick  and  Western  Railroad,  and  the  general  shipping  of  an  Atlantic  port. 

The  Memphis  and  Charleston  Railroad  comes  into  contact  at  Chattanooga  with  the 
Western  and  Atlantic  Railroad,  Alabama  and  Great  Southern  Railroad,  Nashville,  Chatta¬ 
nooga  and  Saint  Louis  Railway,  and  the  Cincinnati,  New  Orleans  and  Texas  Pacific  Rail¬ 
way  ;  at  Stevenson,  Ala.,  and  Huntsville,  Ala.,  with  the  Nashville,  Chattanooga  and  Saint 
Louis  Railway  ;  and  at  Decatur,  Ala.,  with  the  Louisville  and  Nashville  Railroad  and  the 
Tennessee  River  ;  at  Tuscumbia,  Ala.,  and  at  Florence,  Ala.,  with  the  Tennessee  River  ;  at 
Corinth,  Miss.,  with  the  Mobile  and  Ohio  Railroad  ;  at  Grand  Junction  with  the  Illinois 
Central  Railroad,  and  at  Memphis  with  the  various  railroads  converging  there,  and  all  the 
water  crafts  on  the  Mississippi  River. 

Paralleled  and  crossed  as  this  company’s  system  is  by  competing  carriers  by  rail  and 
water,  its  tariffs  are  controlled  in  a  large  measure  by  elements  of  competition  beyond  its 
control,  and  so  varied  is  this  competition  in  its  character  that  it  is  quite  impossible  for 
it  to  adopt  a  uniform  rule  by  which  to  make  its  tariffs.  We  will  mention  some  instances 
where  our  rates  are  higher  for  the  short  than  for  the  long  haul,  and  also  give  the  reasons 
for  it.  Nashville,  Tenn.,  Chattanooga,  Tenn.,  and  Knoxville,  Tenn.,  are  large  distribut¬ 
ing  points,  and  compete  with  each  other  for  the  same-  trade,  say,  in  Georgia  and  Alabama. 
It  is  our  rule  to  make  the  rates  from  Knoxville  to  such  territory  5  cents  per  hundred 
pounds  higher  than  the  rates  from  Chattanooga,  but  in  no  case  higher  than  the  rates 
from  Nashville. 

Thus  we  publish  lower  rates  from  Knoxville  than  we  publish  from  the  smaller  places 
between  Knoxville  and  Chattanooga  to  the  points  on  the  same  line  in  the  same  direction, 
the  shorter  being  included  within  the  longer  distance  ;  but  this  adjustment  does  no  injury 
to  the  smaller  stations,  because  they  do  not  distribute  goods,  and  therefore  there  is  no 
competition  between  them  and  Knoxville. 

We  publish  lower  rates  from  Brunswick,  Ga.,  to  Selma,  Ala.,  and  Meridian,  Miss.,  than 
we  publish  to  some  intermediate  stations  on  the  same  line  in  the  same  direction,  the 
shorter  being  included  within  the  longer  distance  ;  but  we  do  this  in  order  to  put  the  port 
of  Brunswick  upon  an  equitable  basis  at  Selma  and  Meridian  with  the  ports  of  Mobile, 
New  Orleans,  etc. 

We  publish  lower  rates  from  Chattanooga  to  Meridian,  Miss.,  than  we  publish  to  inter¬ 
mediate  stations  on  the  same  line  in  the  same  direction,  the  shorter  being  included  within 
the  longer  distance,  because  the  Alabama  and  Great  Southern  Railroad  is  the  short  line 
between  Chattanooga  and  Meridian,  and  makes  the  rates,  which  we  have  to  meet  or  go 
out  of  that  business. 

In  cases  of  this  kind  we  think  the  circumstances  and  conditions  sufficiently  dissimilar 
to  justify  the  greater  charge  for  the  short  than  for  the  long  haul. 

There  is  one  very  serious  matter  which  threatens  us,  and  it  is  this  :  We  have  a  good 
many  miles  of  very  poor  road  in  the  States  of  Georgia  and  Alabama  upon  which  the 
railroad  commissions  of  those  States  allow  us  higher  rates  than  on  other  portions  of  the 
road,  which  runs  through  a  better  part  of  the  country.  Now,  if  the  law  should  require 
us  to  reduce  our  local  rates  in  strict  conformity  with  the  long  and  short  haul  clause, 
there  would  be  such  a  disparity  between  the  rates  thus  made  and  our  present  local  rates 
wholly  within  the  State  as  to  cause,  as  we  have  reason  to  believe,  a  reduction  of  the 
latter  rates  to  be  made,  and  such  a  general  reduction  would  be  disastrous  to  this  property. 

As  already  stated,  we  are  desirous  of  putting  all  of  our  interstate  rates  in  line  with 
the  law,  but  in  many  cases  where  the  circumstances  end  conditions  are  different  in  each 
we  are  troubled  by  the  uncertainty  of  what  the  law  requires,  and  therefore,  between 
the  doubt  concerning  the  law  on  the  one  hand  and  a  probable  loss  of  revenues  on  the 
other,  we  may  conclude  not  to  make  the  changes  at  present,  preferring  to  depend  upon 
your  decisions  in  similar  cases  for  guidance. 

Very  respectfully,  T.  S.  Davantt, 

General  Freight  Agent. 

C.  C.  McCain,  Esq.. 

Auditor  Interstate  Commerce  Commission ,  Washington,  D.  C. 


CINCINNATI,  SELMA  AND  MOBILE  RAILWAY.  THE  WESTERN  RAILWAY  OF 
ALABAMA,  AND  THE  ATLANTA  AND  WEST  1*0 1  NT  RAILROAD." 

Dear  Sir  :  Letter  C.  C.  McCain,  auditor  Interstate  Commerce  Commission,  is  herewith 
respectfully  returned.  In  reply  to  same  beg  to  advise  that  there  are  no  joint  rates  made 
by  Atlanta  and  West  Point,  Western,  and  Cincinnati,  Selma  and  Mobile  roads  between 
the  points  on  these  roads  less  for  longer  than  for  shorter  distance.  The  rates  from  the 
east  and  the  west  are  made  by  taking  the  current  agreed  rates  to  terminals,  Atlanta. 
Montgomery,  Selma,  or  Akron,  to  which  we  add  local  from  such  terminal  to  the  local 
stations  on  these  roads.  This  makes  a  through  rate  from  such  western  or  eastern  to  local 
stations  higher  than  the  terminal  beyond. 

Yours,  truly,  Chas.  II.  Cromwell, 

General  Freight  and  Passenger  Agent. 

Cecil  Garrett,  Esq., 

General  Manager,  City. 


«  See  response  of  the  Southern  Railway  to  the  present  inquiry. 
S.  Doc.  244.  59-1 - 28 


434 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


SOUTHERN  RAILWAY  COMPANY. 

Washington,  D.  C.,  November  — ,  1905. 

Sir  :  In  response  to  your  request  dated  September  9,  1905,  for  certain  infor¬ 
mation  in  detail  with  respect  to  changes  in  conditions  described  in  certain  letters 
addressed  to  the  Interstate  Commerce  Commission  in  1887,  and  changes  in  the 
adjustment  of  rates  as  referred  to  therein  and  as  named  in  certain  tables  sub¬ 
mitted  therewith,  I  beg  to  advise  as  follows : 

I. 

With  respect  to  letter  from  Mr.  John  B.  Peck,  general  manager  the  South 
Carolina  Railway,  dated  April  23,  1887,  I  beg  to  advise  that  the  said  South 
Carolina  Railway  is  now  an  integral  part  of  the  Southern  Railway  system,  and 
because  of  this  condition  the  lines  of  the  former  South  Carolina  Railway  are 
engaged  to  a  much  larger  extent  than  at  the  date  named  in  the  transportation 
of  interstate  traffic. 

The  change  in  the  ownership  of  the  South  Carolina  Railway  has  not  affected 
the  conditions  of  competition  which  led  that  line  to  apply  lower  rates  between 
Augusta,  Ga.,  on  the  one  hand,  and  Charleston  and  Columbia,  S.  C.,  on  the  other 
hand,  than  applied  between  Augusta,  Charleston,  or  Columbia  and  intermediate 
points.  The  rates  from  Charleston  and  Columbia  to  points  in  South  Carolina 
are  fixed  by  the  South  Carolina  railroad  commission,  and  said  rates  are  sub¬ 
stantially  lower  than  they  were  in  1887. 

Rates  between  Augusta,  Ga.,  and  points  in  South  Carolina  are,  generally 
speaking,  no  higher  than  the  rates  for  the  same  distance  between  points  in 
South  Carolina.  Not  only  is  this  true,  but  it  is  the  custom  of  the  carriers  to 
apply  on  traffic  between  Augusta  and  points  in*South  Carolina  what  is  known  as 
the  “  exception  sheet  ”  of  the  South  Carolina  railroad  commission.  So  that,  in 
effect,  the  South  Carolina  railroad  commission  fixes  the  rates  between  Augusta 
and  points  in  that  State.  The  reason  for  this  is  that  Augusta  is  on  the  very 
border  of  South  Carolina,  and  commercial  conditions  require  that  it  shall  enjoy 
practically  the  same  basis  of  rates  on  business  to  and  from  points  in  South 
Carolina  as  competing  commercial  centers  in  that  State  enjoy. 

The  rates  from  Augusta  to  Charleston  are  made  the  same  as  from  Augusta  to 
Savannah,  the  latter  being  the  product  of  direct  water  competition  via  the 
Savannah  River.  Furthermore,  there  is  a  competition  both  at  Savannah  and 
Charleston  by  ocean  routes,  which  has  more  or  less  influence  on  the  adjustment 
of  rates  to  these  ports.  It  has  been  the  custom  for  many  years  to  keep  the  ports 
of  Charleston  and  Savannah  on  a  parity  with  relation  to  the  trade  of  Augusta. 

The  rates  from  Charleston  and  Savannah  to  Augusta  are  determined  to  a  large 
extent  by  direct  water  competition  on  the  Savannah  River  from  Savannah  to 
Augusta. 

The  rates  from  Columbia,  S.  C.,  to  Augusta,  Ga.,  must  be  made  with  some 
relation  to  rates  from  other  competing  trade  centers.  In  brief,  the  fact  that 
Augusta  has  the  benefit  of  an  all-water  route  between  Augusta  and  Savannah 
has  a  bearing  directly  or  indirectly  on  the  general  adjustment  of  rates  to  and 
from  that  point. 

The  competitive  forces  existing  at  Augusta,  Columbia,  and  Charleston  are 
substantially  dissimilar  from  those  existing  at  intermediate  points  in  South 
Carolina,  and  this  substantial  difference  in  conditions  is  amply  sufficient  to 
justify  the  fact  that  the  rates  to  the  intermediate  are  higher  than  to  the  more 
distant  points. 

Below  is  a  memorandum  showing  present  rates  between  these  points  and 
including  the  highest  intermediate-point  rates. 

FROM  AUGUSTA. 


To — 

1. 

2. 

3. 

4 

5. 

Charleston . 

41 

37 

28 

22 

18 

Summerville _ 

59 

49 

39 

36 

28 

Savannah _ 

41 

37 

28 

22 

18 

Tillman . . . 

59 

49 

39 

36 

28 

Columbia  . . 

46 

42 

31 

25 

20 

Arthur . . 

50 

45 

35 

32 

24 

6.  |  A. 

|{ 

C  D.  E. 

H. 

F. 

17  10 

18 

10  10  18 

27 

21} 

23  l  16} 

21} 

19  15  28 

36 

38 

17  10 

18 

10  10  1  18 

27 

21} 

23  16} 

21* 

19  15  28 

36 

38 

20  10 

16 

9  9  16 

32 

18 

21  15} 

20} 

15  13*  24 

32 

30 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


435 


FROM  CHARLESTON. 


To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Augusta  . . . . 

46 

67 

28 

22 

18 

17 

10 

18 

11 

10 

18 

27 

22 

Bath  . . . . 

61 

51 

40 

62 

•27 

24 

171 

22 

19 

15} 

27 

67 

68 

Columbia . 

51 

46 

65 

28 

22 

21 

12 

18 

12 

12 

15 

34 

24 

Childs _ 

60 

50 

40 

67 

29 

23} 

17 

21| 

20 

15} 

29 

67 

40 

FROM  COLUMBIA. 


Charleston . 

51 

46 

35 

28 

22 

21 

12 

18 

12 

12 

15 

64 

24 

Summerville . 

57 

48 

68 

35 

27 

22} 

16} 

21} 

18 

14| 

27 

35 

36 

Augusta  . . 

46 

42 

31 

25 

20 

20 

10 

16 

9 

9 

16 

22 

18 

Warrenville _ 

50 

45 

35 

62 

24 

21 

15} 

20} 

15 

13} 

24 

32 

30 

The  present  lines  competing  for  traffic  between  Augusta  and  Charleston  are : 

(1)  Southern  Railway  Company. 

(2)  Atlantic  Coast  Line  Railroad  Company. 

(3)  Charleston  and  Western  Carolina  Railroad,  in  connection  with  Atlantic 
Coast  Line  Railroad  via  Yemassee. 

Competition  between  these  carriers  is  quite  as  active  as  in  1887. 

The  competition  between  the  port  of  Charleston  and  the  port  of  Savannah  for 
Augusta  trade  is  even  more  active  at  this  time  than  in  1887. 

The  number  of  boats  operating  on  the  Savannah  River  has  been  increased, 
and  the  volume  of  traffic  moving  via  the  Savannah  River  is  greater  than  ever 
before.  The  rates  by  the  boat  lines  have  been  reduced,  and  to  some  extent  the 
boats  enjoy  a  monopoly  of  the  traffic,  having  made  the  rates  so  low  that  the  rail 
carriers  can  not  afford  to  compete  with  them. 

There  has  been  no  change  in  the  routes  between  Augusta  and  Charleston  and 
Augusta  and  Savannah,  except  that  the  Southern  Railway  now  has  a  line  from 
Augusta  to  Savannah  via  Blackville,  145  miles  in  length,  and  the  Charleston 
and  Western  Carolina  Railroad,  in  connection  with  the  Seaboard  Air  Line  Rail¬ 
way  via  Fairfax,  S.  C.,  forms  the  shortest  route,  namely,  123  miles  between 
Augusta  and  Savannah.  It  is  true  now,  as  well  as  in  April,  1887,  that  the  laws 
of  the  State  of  Georgia  permit  the  carriers  to  meet  competition  without  regard 
to  the  long  and  short  haul  clause.  Therefore  the  Central  of  Georgia  Railway 
between  Augusta  and  Savannah,  lying  wholly  within  the  State  of  Georgia,  is 
able  to  make  such  rates  between  Augusta  and  Savannah  as  may  and  do  meet 
the  all-w*ater  competition,  without  in  any  wise  disturbing  its  intermediate  rates. 
This  affords  a  substantial  reason  why  the  line  between  Augusta  and  Charles¬ 
ton,  engaged  in  interstate  traffic,  should  be  allowed  to  adjust  its  rates  between 
those  points  without  regard  to  the  adjustment  to  and  from  intermediate  points. 

With  reference  to  section  two  of  Mr.  Peck’s  letter,  it  will  be  observed  that 
the  two  lines  between  Augusta  and  Columbia  referred  to  are  now  both  parts  of 
the  Southern  Railway,  and  that  some  of  the  intermediate  rates,  for  reasons 
already  mentioned,  are  higher  than  to  Columbia  over  both  lines.  This  is  due  to 
the  dissimilar  conditions  prevailing  at  the  local  points  as  compared  with  those 
at  points  which  are  competitive. 

Therefore  the  conditions  mentioned  by  Mr.  Peck  as  relating  to  rates  between 
Augusta  and  Columbia  no  longer  exist  as  to  Columbia  and,  as  above  stated,  to 
intermediate  points. 

In  section  four  of  Mr.  Peck’s  letter  reference  is  made  to  the  basis  of  rates 
New  York  to  Williston,  S.  C.,  and  New  York  to  Thomson,  Ga.,  as  compared  with 
rates  to  Augusta,  which  rates  are  shown  in  Exhibits  0,  8,  and  9.  The  rates 
New  York  to  Williston,  S.  C.,  in  September,  1887,  have  been  reduced  the  follow¬ 
ing  amounts  to  date: 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D.' 

E. 

H. 

F. 

9 

4 

6 

4 

0 

1 

0 

1 

3 

486 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Rates  to  Thomson,  Ga.,  a  station  on  the  Georgia  Railroad,  appear  to  have 
been  slightly  advanced.  This  condition  is  unusual,  and  the  matter  will  be  given 
attention,  as  conditions  named  by  Mr.  Peck  in  his  letter  still  prevail  at  Williston 
and  Thomson  when  compared  with  Augusta. 

II. 

Now,  referring  to  letter  from  Mr.  Sol  Haas,  traffic  manager  of  the  Richmond 
and  Danville  Railroad,  without  date,  containing  various  exhibits  of  rates  to 
intermediate  points  higher  than  to  points  beyond,  I  beg  to  advise  as  follows : 

(1)  Rates  from  eastern  and  Virginia  cities  to  Atlanta  and  Gainesville,  com¬ 
petitive  points,  versus  Longview,  Ga.,  now  known  as  Alto,  Ga.,  a  noncompetitive 
point : 

Attention  is  invited  to  Exhibits  Nos.  1,  2,  and  3,  which  contain  a  record  of  . 
changes  in  rates  from  New  York  via  water  and  rail  from  September,  1887,  to 
date. 

New  York  is  a  typical  point,  and  the  relation  of  rates  between  New  York, 
on  the  one  hand,  and  the  other  eastern  port  cities,  on  the  other  hand,  is  fixed ; 
so  that  changes  from  New  York  result  in  corresponding  changes  from  the  other 
points  involved. 

As  the  all-rail  rates  from  the  east  are  adjusted  with  relation  to  the  water  and 
rail  rates,  the  changes  made  in  the  latter  are  typical  as  to  the  all-rail  rates. 

It  will  be  noted  from  these  exhibits  that  the  present  class  rates  to  Atlanta 
and  Gainesville,  Ga.,  are  lower  than  in  September,  1887,  to  the  following  extent: 


1. 

o 

3. 

4. 

• 

5. 

6. 

A. 

B. 

c. 

D. 

E. 

H. 

F. 

9 

r* 

o 

3 

5 

4 

5 

0 

0 

0 

0 

0 

8 

0 

To  Longview  (Alto),  Ga.,  however,  the  reductions  have  been  very  much 
greater  than  to  Atlanta,  namely : 


1. 

2. 

3. 

4. 

5. 

6. 

1 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

21 

20 

15 

11 

9 

6 

9 

5 

6 

2 

5 

7 

6 

The  readjustment  to  Longview  is  typical  of  the  readjustment  to  other  local 
points  intermediate  to  Atlanta. 

We  have  shown  in  Exhibits  Nos.  1  and  2  a  number  of  rates  on  leading  com¬ 
modities  from  New  York  to  Atlanta  and  Gainesville,  in  which  there  have  been 
very  substantial  reductions  since  1887.  We  have  not  shown  these  commodities 
to  Longview  (Alto),  Ga.,  because  they  do  not  move  direct  to  that  point.  How¬ 
ever,  on  any  movement  which  might  occur  the  rate  to  Alto  would  not  exceed  the 
commodity  rate  to  Atlanta  plus  the  local  rate  from  that  point. 

The  reductions  in  these  rates,  generally  speaking,  are  the  result  of  competition 
between  carriers  and  between  markets. 

(2)  Rates  from  eastern  and  Virginia  cities  to  Athens,  Ga.,  a  competitive  point, 
as  compared  with  Gillsville,  an  intermediate  noncompetitive  point. 

Exhibits  Nos.  4  and  5  contain  a  history  of  changes  in  rates  to  these  points 
since  September,  1887.  The  history  of  these  rates  is  practically  the  same  as 
given  with  respect  to  Atlanta  and  Gainesville,  and  is  likewise  the  result  of  com¬ 
petition. 

(3)  Rates  from  eastern  and  Virginia  cities  to  Augusta,  Ga.,  a  competitive 
point,  versus  rates  to  Trenton,  S.  C.,  an  intermediate,  noncompetitive  point. 

Reference  is  here  made  to  Exhibits  Nos.  6  and  7,  showing  the  adjustment  of 
rates  to  these  points  since  September,  1887,  and  at  the  present  time,  with  the 
changes  made  during  the  intervening  period. 

It  will  be  noted  that  as  to  the  class  rates  to  Augusta  they  are  the  same  as  in 
1887,  and  various  commodity  rates  have  been  established  representing  sub¬ 
stantial  reductions.  The  class  rates  to  Trenton,  S.  C.,  however,  have  been 
reduced  as  follows: 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


437 


1.  2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

18  0 

11 

8 

4 

rf 

i 

1 

3 

5 

3 

1 

0 

6 

The  rates  to  the  intermediate  point  are  held  higher  than  the  farther  com¬ 
petitive  point,  owing  to  dissimilar  conditions  as  between  said  points. 

(4)  Rates  from  the  east  to  Columbia,  S.  C.,  a  competitive  point,  versus 
Blythewood,  S.  C.,  an  intermediate,  noncompetitive  point. 

Reference  is  here  made  to  Exhibits  Nos.  10  and  11.  Rates  from  the  east  to 
Columbia  are  the  same  at  present  as  in  1887,  except  as  to  various  commodities 
shown  in  Exhibit  No.  10,  on  which  substantial  reductions  have  been  made. 

Rates  from  the  east  to  Blythewood,  S.  C.,  are  lower  than  in  1887  to  the  fol¬ 
lowing  extent,  as  shown  in  Exhibit  No.  11 : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

L8 

13 

11 

9 

7 

4.5 

3 

8.5 

3 

3 

0 

10 

The  rates  to  the  intermediate  points  are  held  higher  than  to  the  farther  com¬ 
petitive  point  owing  to  dissimilar  conditions  as  between  said  points. 

(5)  Rates  from  the  east  to  Goldsboro,  N.  C.,  a  competitive  point,  versus 
Princeton,  N.  C.,  an  intermediate  noncompetitive  point. 

See  Exhibits  Nos.  12  and  13.  It  will  be  noted  that  the  rates  to  Goldsboro 
have  been  reduced  to  the  following  extent : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

21 

18 

18 

16 

9 

5 

4 

3 

4 

2 

12 

13 

2 

and  to  Princeton,  N.  C.,  to  the  following  extent : 


1. 

2. 

3. 

4- 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

21 

18 

18 

18 

• 

12 

10 

4 

6 

6 

3 

12 

17 

« 

6 

and  that  the  rates  to  Princeton,  the  shorter  distant  point,  are  no  longer  higher 
than  to  Goldsboro,  the  farther  distant  point. 

(6)  Rates  from  eastern  and  Virginia  cities  to  Lincolnton,  N.  C.,  a  competitive 
point,  versus  Pleasant  Ridge,  N.  C.,  a  noncompetitive  point. 

See  Exhibits  Nos.  14  and  15,  from  which  it  will  be  observed  that  the  present 
rates  to  Lincolnton  are  lower  than  in  1887  to  the  following  extent : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

15 

12 

10 

9 

7 

9 

4 

5 

6 

3 

5 

7 

5 

and  to  Pleasant  Ridge  (Clover,  S.  C.)  to  the  following  extent: 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

32 

28 

25 

28 

21 

16 

14 

16 

18 

10 

21 

26 

19 

438 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


and  that  the  present  rates  to  Clover,  S.  C.,  are  no  longer  higher  than  to  Lin- 
colnton,  except  on  Classes  C  and  F,  the  result  of  error  which  will  be  corrected. 

With  reference  to  the  balance  of  Mr.  Hass’s  letter  we  note  one  discrepancy, 
and  that  is  as  to  rates  to  Gainesville,  Ga.,  from  Boston  and  Providence  as  com¬ 
pared  with  rates  from  New  York.  In  May,  1891,  the  Carolina  differential  was 
established  making  that  point  higher  from  Boston  and  Providence  than  from 
New  York,  while  the  other  points  were  continued  on  the  basis  of  same  rates 
from  all  points. 

It  may  be  also  mentioned  that  the  Southern  Railway  Company  now  partici¬ 
pates  in  the  making  of  rates  from  St.  Louis  and  Ohio  River  crossings  to  Caro¬ 
lina  and  southeastern  points,  but  the  method  pursued  is  practically  the  same  as 
pursued  by  Mr.  Haas. 

III. 


Letter  from  Mr.  George  S.  Barnum : 

The  Georgia  Pacific  Railway  is  now  a  part  of  the  Southern  Railway  system. 
Conditions  of  competition,  however,  which  affected  the  adjustment  of  rates  to 
points  on  or  reached  by  that  line  have  not  been  lessened  in  any  degree  by  the 
fact  that  said  line  is  now  a  part  of  the  Southern  Railway. 

The  statement  made  in  Mr.  Barnum’s  letter  that  “  So  far  as  rates  from  any 
one  station  on  our  line  to  any  other  station,  no  rate  is  made  higher  for  a  shorter 
distance  than  for  a  longer  distance,”  is  no  longer  true.  Conditions  of  competi¬ 
tion  have  made  it  necessary  to  deviate  from  the  long  and  short  haul  clause  on 
interstate  traffic  passing  between  competitive  or  noncompetitive  points  on  the 
Georgia  Pacific,  as  follows  : 

In  illustration  of  this  changed  condition,  I  have  shown  below  the  present  rates 
from  Atlanta  to  Anniston  as  compared  with  rates  from  Atlanta  to  De  Arrnan- 
ville,  an  intermediate  station,  likewise  rates  Atlanta  to  Birmingham  as  com¬ 
pared  with  rates  Atlanta  to  Leeds  : 


To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Anniston... . 

57 

48 

43 

34 

27 

22 

20 

22 

12 

11 

27 

26 

24 

De  Armanville _ 

59 

52 

47 

42 

39 

27 

24 

24 

22 

19 

39 

42 

44 

Birmingham _ 

57 

49 

41 

32 

27 

19 

18 

21 

15 

11 

29 

19 

22 

Leeds _ 

70 

60 

54 

47 

40 

30 

27 

30 

26 

17 

40 

33 

43 

The  conditions  at  these  noncompetitive  points  are  entirely  dissimilar  from 
those  at  Anniston  and  Birmingham,  the  rates  to  which  points  were  adjusted  with 
regard  to  the  competition  of  carriers. 

The  existing  rates  between  these  competitive  points  are  substantially  lower 
than  they  were  in  1887.  These  reductions,  however, ‘have  not  been  confined  to 
competitive  traffic.  On  the  contrary,  substantial  reductions  have  been  made  in 
the  rates  to  local  points  as  well  as  competitive  points,  as  may  be  seen  on  exami¬ 
nation  of  Exhibits  Nos.  16,  17,  and  18. 

Rates  from  New  York  to  Anniston,  Oxford,  and  Birmingham,  Ala.,  competi¬ 
tive  points,  and  to  Waco  and  Bremen,  Ga.,  intermediate  and  noncompetitive 
points. 

See  Exhibits  Nos.  16,  17,  and  IS.  No  change  has  been  made  in  the  class  rate 
adjustment  from  New  York  to  Anniston  and  Birmingham,  but  the  following 
reductions  have  been  made  in  the  rates  from  New  York  to  Bremen  and  Waco, 
namely  : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

c. 

• 

E. 

H. 

F. 

22 

19 

16 

16 

12 

9 

12 

10 

0 

12 

16 

3 

These  reductions  are  due  to  a  5  per  cent  lowering  of  the  Georgia  Railroad 
Commission’s  scale  and  an  effort  to  make  a  better  alignment  of  rates  to  local 
stations  on  the  former  Georgia  Pacific  Railroad. 

Rates  from  the  West  to  stations  between  Birmingham  and  Columbus  at  the 
time  of  Mr.  Barnum’s  letter  were  made  combination  of  full  rates  to  Birmingham 
or  Columbus  added  to  the  Georgia  Pacific  local  rates.  The  Southern  Railway 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


439 


has  since  adopted  a  differential  adjustment  to  these  stations,  resulting  in  large 
reductions,  as  hereinafter  shown. 

The  rates  shown  from  New  York  to  Birmingham  as  compared  with  points 
intermediate — Waco  and  Bremen — are  typical  of  the  general  rate  adjustment 
whereby  we  find  noncompetitiVe  intermediate  points  higher  than  to  farther 
competitive  towns. 

Mr.  Barnum  refers  to  the  adjustment  of  rates  from  Cincinnati  to  Waco  and 
Bremen,  Ga.,  as  compared  with  Atlanta,  and  I  beg  to  call  your  attention  to 
Exhibit  No.  23,  showing  rates  to  Atlanta  in  September,  1887,  as  compared  with 
the  present  rates,  and  which  shows  reductions  on  classes  and  very  material 
reductions  on  commodities  named.  The  reductions  on  the  classes  are  as  follows : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

9 

5 

3 

5 

4 

5 

3 

5 

5 

5 

10 

1 

Rates  from  Cincinnati  to  Waco  and  Bremen,  Ga.,  are  shown  in  Exhibit  No.  24, 
and  the  changes  since  1877  show  eleven  reductions  and  two  advances  to  Waco. 
To  Bremen,  Ga.,  however,  the  rates  in  September,  1887,  as  compared  with 
October,  1905,  show  very  material  reductions  represented  by  the  following 
figures : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

22 

15 

12 

9 

6 

9 

4 

5 

6.5 

7 

2 

9 

13 

What  was  said  as  to  the  cause  of  reductions  from  eastern  cities  to  these  sta¬ 
tions  between  Atlanta  and  Birmingham  applies  with  same  force  to  the  rates 
from  Cincinnati. 

Exhibit  No.  25  gives  you  the  rates  from  Cincinnati  to  Columbus,  Miss.,  as 
compared  with  rates  to  Sardis  (now  Stough),  Ala.,  Fayette,  Ala.,  and  Sipsey, 
Ala.  The  Columbus  rates  are  adjusted  with  relation  to  the  rates  to  Mississippi 
River  crossings,  and  this  exhibit  shows  both  advances  and  reductions,  the  re¬ 
ductions  being  on  the  classes  of  largest  movement. 

The  amount  of  advance  or  reduction  follows : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Advances  . 

8 

5 

5 

4 

2 

0.5 

4 

Reductions _ 

6.5 

1.5 

5.5 

5.5 

6 

To  the  local  stations  on  the  Georgia  Pacific  Railroad  mentioned  by  Mr.  Bar¬ 
num,  namely,  Sardis,  Fayette,  and  Sipsey,  Ala.,  and  which  also  appear  in  Ex¬ 
hibit  No.  25,  reductions  have  been  made  as  follows : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

65 

52 

42 

34 

28 

27.5 

17 

19 

20 

18 

27.5 

Mr.  Barnum  makes  reference  to  the  existing  coal  rates  from  Walker  County 
mines,  and  that  you  may  see  the  changes  since  1887  I  have  prepared  Exhibit  No. 
26,  from  which  you  will  see  that  though  intermediate  points,  in  many  cases,  still 
take  higher  rates,  very  material  reductions  on  the  whole  have  been  made. 

Mr.  Barnum  failed  to  give,  in  a  number  of  cases,  the  name  of  the  intermediate 
point  to  which  he  named  rates,  so  I  have  substituted  similarly  situated  points, 
which  may  have  been  the  ones  he  had  reference  to.  • 

At  any  rate,  the  points  actually  named  come  within  the  description  “  highest 
intermediate  poiitt.’’ 


440 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Exhibit  No.  26  gives  a  comparison  of  the  rates  on  cotton  from  Birmingham  in 
1887  to  eastern  ancl  Virginia  cities  and  South  Atlantic  coast  points.  Very 
material  reduction  has  been  made,  ascribable  to  the  general  alignment  of  rates 
on  this  important  commodity. 

You  will  please  observe  that  the  intermediate  points  on  the  Georgia  Pacific 
Railway  are  not  now  higher  than  the  farther  competitive  points  when  reference 
is  had  to  these  east-bound  rates. 

Mr.  Barnum  also  mentions  rates  on  cotton  from  Atlanta  to  New  Orleans,  and 
Exhibit  No.  26  contains  his  figures,  as  well  as  the  present  rates,  and  shows  a 
reduction  from  Atlanta.  The  exhibit  in  question  likewise  shows  a  comparison 
of  the  highest  intermediate  point  at  that  time,  unnamed  by  Mr.  Barnum,  with 
the  present  highest  intermediate  point  on  the  same  line. 

The  Atlanta-New  Orleans  rate  is  made  by  the  direct  line.  You  will  see  that 
the  intermediate  Georgia  Pacific  Railway  point,  Heflin,  Ala.,  is  higher  than 
Atlanta,  and  as  explanation  I  mention  the  direct-route  rate  from  Atlanta  as 
against  the  indirect  route  through  Heflin. 

IV. 

Mr.  C.  C.  Chears’s  letter : 

Mr.  Chears  makes  reference  only  to  changes  to  Columbus  and  Woodbury,  Ga. 
Copy  of  memorandum  of  rates  which  Mr.  Chears  inclosed  to  the  Commission  is 
not  included  in  the  documents  transmitted  with  your  letter.  However,  I  have 
prepared  Exhibits  Nos.  21  and  22,  which  show  the  rates  in  effect  to  Columbus, 
Ga.,  and  to  Woodbury,  Ga.,  in  1887  and  at  the  present  time,  with  the  intervening 
changes. 

Reductions  have  been  made  in  the  class  rates  to  Columbus,  as  follows : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

c. 

D. 

E. 

H. 

P. 

9 

5 

3 

5 

4 

5 

0 

0 

0 

0 

0 

8 

0 

Likewise,  various  commodities  have  been  established. 

However,  these  rates  to  Columbus  are  made  by  the  •  direct  route,  through 
Savannah,  Ga.,  in  connection  with  the  Central  of  Georgia  Railway,  on  which  line 
Woodbury  is  not  located.  The  Southern  Railway,  via  its  indirect  route  through 
Macon  and  McDonough,  simply  meets  at  Columbus  rates  established  by  the 
direct  line. 

The  rates  from  the  east  to  Woodbury  are  substantially  the  same  as  in  1887. 

V. 

Letter  from  Mr.  T.  S.  Davant : 

His  statement  that  rates  from  Knoxville  to  points  in  Georgia  and  Alabama 
are  5  cents  higher  than  from  Chattanooga,  but  in  no  case  higher  than  Nashville, 
does  not  hold  at  this  time.  Knoxville  is  still  on  a  differential  basis  over  Chat¬ 
tanooga,  the  figures  being  as  follows : 


1. 

2. 

3. 

4. 

0. 

(?. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

12 

9 

7 

6 

5 

4 

3 

3 

3 

3 

•V 

O 

3 

6 

This  differential  basis  applies  to  all  territory  east  of  the  line  from  Chatta¬ 
nooga,  through  Birmingham  and  Montgomery,  to  Pensacola,  Fla.,  with  Nash¬ 
ville  rates  as  maxima.  To  points  west  of  the  line  described  this  basis  applies 
without  relation  to  the  Nashville  rates. 

Mr.  Havant’s  statement  that  rates  from  points  between  Knoxville  and  Chatta¬ 
nooga  to  southeastern  points  are  higher  than  from  Knoxville  is  also  out  of  date. 
Rates  at  the  present  time  are  the  same  or  lower  than  Knoxville,  the  method  of 
making  rates  being  the  use  of  the  same  differentials  from  points  immediately 
west  of  Knoxville  and  scaling  down  as  they  approach  Chattanooga. 

The  general  situation,  as  outlined  by  Mr.  Davant,  with  relation  to  competition 
by  parallel  lines  and  cross  lines  is  substantially  the  same  at  this  time. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


441 


VI. 

Letter  from  Mr.  Charles  H.  Cromwell : 

The  situation  with  respect  to  the  Cincinnati,  Selma  and  Mobile  Railway,  as 
set  forth  by  Mr.  Cromwell  in  1887,  is  practically  the  situation  to-dny. 

Intermediate  points  are  in  many  cases  higher  than  the  farther  points,  owing 
to  the  dissimilar  locations. 

VII. 

The  reductions  in  rates  herein  indicated  are  typical  of  the  changes  made  gen¬ 
erally  throughout  the  South  during  the  last  eighteen  years  and  afford  striking 
illustration  of  the  downward  tendency  of  rates  in  that  section.  It  should  be 
borne  in  mind,  however,  that  the  reductions  made  in  the  actual  rates  do  not  by 
any  means  represent  the  reductions  that  have  been  made,  because,  through  the 
medium  of  the  classification,  the  application  of  which  is  general  and  which  is 
constantly  undergoing  changes  to  meet  new  conditions  in  trade,  thousands  of 
rates  have  been  reduced. 

In  response  to  j  our  request  for  typical  instances  of  greater  charges  for  inter¬ 
mediate  than  for  longer  hauls  over  the  same  line  and  in  the  same  direction, 
under  an  arrangement  for  continuous  transportation,  I  beg  to  give  you  the 
following : 

The  following  are  the  rates  on  numbered  or  merchandise  classes,  via  water 
and  rail,  from  New  York,  N.  Y.,  to  Savannah,  Ga.,  compared  with  rates  from 
New  York  to  Columbia,  S.  C.,  an  intermediate  point : 


To— 

1. 

2. 

3. 

4. 

5. 

Savannah _ _ _ _ 

70 

58 

48 

•  34 

28 

Columbia _ _ _ _ _ 

96 

81 

70 

58 

47 

The  rates  from  New  York  to  Savannah  were  made  to  meet  all-water  competi¬ 
tion  with  the  coastwise  steamship  lines,  which  carry  the  following  rates, 
namely : 


1. 

2. 

3. 

4. 

5. 

6. 

55 

45 

35 

28 

23 

18 

At  the  rates  shown  the  water  and  rail  route  is  able  to  secure  only  a  small 
share  of  the  traffic.  Columbia,  S.  C.,  while  intermediate,  is  not  on  the  coast, 
yet  rates  to  that  point  are  affected  by  the  all-water  rates  to  Charleston,  added  to 
the  rates  from  Charleston  to  Columbia.  There  is  also  water  competition  at 
Columbia  from  boats  running  from  Geogretown  on  the  Santee  River.  Because  of 
these  competitive  conditions  at  Columbia,  the  rates  to  that  point  are,  as  hereto¬ 
fore  shown,  lower  than  to  certain  intermediate  points.  I  might  add  that  as  to 
Savannah  by  water  and  rail,  the  direct  route,  which  makes  the  rate,  is  not 
through  Columbia. 

The  following  is  a  comparison  of  the  same  classes  of  rates  from  New  York  to 
Charleston,  S.  C.,  with  rates  to  Branchville,  an  intermediate  point : 


To— 

1. 

2. 

3. 

4. 

5. 

Charleston . . . . 

70 

58 

48 

34 

28 

Branchville _ _ _ _ _ _ _ 

98 

87 

72 

60 

50 

The  rates  to  Charleston  are  affected  by  the  same  competition  that  exists  at 
Savannah,  the  all-water  routes  to  Charleston  having  the  same  all-water  rates 
as  to  Savannah.  The  rates  to  Branchville,  an  intermediate  rail  point,  while 
higher,  are  affected  by  the  competition  at  Charleston,  and  are  no  higher  than  the 
rates  to  Charleston  plus  local  rates  from  Charleston  to  Branchville. 


442 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  above  two  illustrations  are  typical  cases  where  rates  to  points  intermedi¬ 
ate  to  South  Atlantic  coast  points  are  higher  than  to  said  coast  points. 

The  following  is  a  comparison  of  rates  from  New  York  to  Mobile,  Ala.,  and 
Atlanta,  Ga. : 


To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Mobile . 

75 

65 

55 

45 

40 

as 

30 

535 

40 

45 

45 

45 

90 

Atlanta  . . . 

105 

93 

83 

68 

56 

44 

36 

48 

39 

58 

60 

78 

The  all-water  rates  from  New  York  to  Mobile  are  as  follows : 


1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

70 

60 

.50 

40 

35 

30 

30 

30 

•  as 

40 

40 

• 

40 

80  J 

The  water  and  rail  rates  to  Mobile  are  made  to  meet  all-water  competition. 
The  rates  to  Atlanta  are  not  affected  by  that  competition  yet  the  rates  to  Atlanta 
ore  the  result  of  aggressive  competition  and  are  lower,  as  has  been  heretofore 
shown,  than  to  some  intermediate  points. 

The  following  is  a  comparison  of  rates  from  New  York  to  Vicksburg.  Miss., 
with  rates  from  New  York  to  Meridian,  Miss.,  an  intermediate  point : 


To — 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

Vicksburg . . 

104 

95 

83 

68 

56 

44 

36 

48 

36 

35 

58 

60 

Meridian. _ 

114 

98 

86 

73 

60 

49 

36 

48 

40 

39 

58 

68 

The  Vicksburg  rates  from  the  east  are  the  result  of  all-water  competition  via 
ocean,  gulf,  and  river.  Vicksburg  and  other  points  in  Mississippi  Valley  terri¬ 
tory,  reached  directly  via  ocean  and  gulf,  are  rival  communities.  The  rates  to 
Meridian  are  more  or  less  affected  by  this  all-water  competition,  but  not  to  the 
same  degree.  Rates  are,  therefore,  held  on  a  higher  basis  than  the  farther 
point,  Vicksburg. 

The  following  are  rates  from  New  York  to  Greenville,  Miss.,  as  compared 
with  rates  New  York  to  Columbus,  Miss.,  an  intermediate  point : 


To— 

1. 

2. 

3. 

4. 

5.  6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Greenville . 

104 

95 

78 

61 

50  44 

40 

49 

41 

40 

59 

60 

80 

Columbus . . 

138 

120 

102 

83 

70  58 

52 

58 

47 

47 

61 

74 

94 

What  has  been  said  of  the  rates  to  Vicksburg  and  Meridian  will  apply  with 
equal  force  to  Greenville  and  Columbus. 

Below  are  rates  from  New  York  to  Chattanooga,  Tenn.,  as  compared  with 
rates  to  Sweetwater,  Tenn.,  an  intermediate  station : 


To— 

1. 

2.  3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Chattanooga . 

105 

93  83 

68 

56 

44 

36 

48 

40 

39 

58 

60 

78 

Sweetwater . 

125 

105  90 

72 

63 

53 

46 

54 

44 

44 

68 

72 

88 

The  conditions  at  Sweetwater  are  entirely  dissimilar  from  those  at  Chatta¬ 
nooga,  the  latter  point  being  one  of  active  competition,  while  Sweetwater,  a 
noncompetitive  point,  is  held  higher,  though  not  higher  than  lowest  combination. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


44a 


Below  are  rates  from  New  York  to  Atlanta,  Ga.,  as  compared  with  Braswell, 
Ga.,  an  intermediate  noncompetitive  point : 


To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Atlanta  _  . . 

105 

93 

83 

68 

56 

44 

36 

48 

40 

39 

58 

60 

78 

Braswell . . . 

133 

117 

102 

87 

73 

58 

43 

56 

41 

39 

62 

79 

71 

As  repeatedly  referred  to,  Atlanta  is  a  point  of  active  and  aggressive  compe¬ 
tition,  rates  being  largely  the  result  of  water  rates  to  South  Atlantic  coast 
points.  Braswell,  Ga.,  is  dissimilarly  situated,  the  rates,  however,  being  not 
higher  than  lowest  combination. 

The  following  are  the  rates  from  New  York  to  Meridian,  Miss.,  as  compared 
with  Bellamy,  Ala.,  the  latter  an  intermediate  noncompetitive  point : 


To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Meridian... . . 

114 

98 

86 

73 

60 

49 

36 

48 

40 

39 

58 

68 

78 

Bellamy . 

152 

130 

114 

98 

81 

66 

53 

66 

56 

52 

80 

92 

110 

Rates  to  Meridian  are  relatively  adjusted  as  to  similarly  classed  markets  and 
with  relation  to  rates  via  the  Gulf.  Conditions  at  Bellamy  are  not  similar,  and 
the  higher  rates  to  that  point^are  justified  for  that  reason. 

I  beg  to  call  your  attention  to  rates  from  New  York  to  Macon,  Ga..  as  com¬ 
pared  with  rates  to  Jackson,  Ga.,  an  intermediate  noncompetitive  point: 


To — 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B.  C. 

D. 

E. 

H. 

F. 

Macon . . 

102 

91 

81 

66 

55 

43 

34 

47  !  35 

34 

52 

58 

68 

Jackson . . . 

133 

117 

102 

87 

73 

58 

43 

56  41 

39 

62 

79 

71 

• 

The  rates  to  Macon  are  the  result  of  aggressive  competition,  and  likewise  of 
the  low  rates  carried  by  direct  water  lines  to  Savannah  and  Brunswick,  Ga. 
The  situation  at  Jackson,  a  local  station,  is  entirely  dissimilar,  the  rates  being, 
however,  not  higher  than  the  rates  to  Macon  plus  local. 

The  following  are  the  rates  from  Cincinnati,  Ohio,  to  New  Orleans,  La.,  as 
compared  with  rates  from  Cincinnati  to  Meridian,  Miss.,  a  competitive  inter¬ 
mediate  point : 


To — 

1. 

*. 

3. 

4. 

5. 

6i 

A. 

| 

B. 

C. 

D. 

E. 

H. 

F. 

New  Orleans _ 

98 

83 

73 

54 

44 

39 

28 

• 

27  1 

27 

22 

31 

61 

49 

Meridian _ _ 

106 

92 

78 

66 

55 

48 

39 

34.5  j 

29 

27 

38 

59 

58 

The  adjustment  to  New  Orleans  is  a  direct  result  of  an  effort  to  meet  the 
all-water  competition  via  the  Ohio  and  Mississippi  rivers,  and  this  fact  justifies 
higher  rates  to  Meridian,  an  interior  intermediate  point.  It  may  be  said,  how¬ 
ever,  that  the  rates  to  Meridian  are  made  with  relation  to  the  rates  to  New 
Orleans. 

Following  are  rates  from  Cincinnati,  Ohio,  to  Savannah,  Ga.,  and  Brentwood, 
Ga.,  the  last-named  point  being  an  intermediate  noncompetitive  point : 


To- 

1. 

o 

Mi 

3. 

4. 

5. 

6. 

*A. 

B. 

C. 

D. 

E. 

H. 

F. 

Savannah . . 

95 

80 

75 

70 

58 

46 

35 

35 

27 

23 

40 

40 

46 

Brentwood _ 

135 

116 

108 

99 

82 

64 

53 

50 

36 

31.5 

64 

69 

64 

The  rates  to  Savannah  from  Cincinnati  are  now  and  for  years  have  been 
made  with  relation  to  rates  through  North  Atlantic  coast  points  in  connection 
with  water  lines,  and  through  an  effort  to  meet  in  some  degree  this  competition 
this  adjustment  prevails. 


444 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  rates  to  Brentwood  are  higher  than  to  Savannah,  the  farther  point,  be¬ 
cause  of  dissimilar  conditions  prevailing.  % 

The  following  are  the  rates  from  Cincinnati  to  Memphis,  Tenn.,  as  compared 
with  rates  to  Barton,  Ala.,  an  intermediate  point : 


To — 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Memphis. . . 

75 

60 

55 

40 

a5 

30 

20 

19 

20 

17 

24 

49 

40 

Barton _ 

101 

• 

86 

76 

61 

51 

48 

42 

41 

40 

33 

47 

56 

78 

Memphis,  Tenn.,  rates  are  the  result  of  competition  of  river  boat  lines,  while 
the  rates  to  Barton  are  higher  owing  to  lack  of  competitive  features  with  rela¬ 
tion  to  that  point  as  compared  with  the  highly  competitive  conditions  which 
exist  at  Memphis. 

Below  is  a  comparison  of  rates  from  Cincinnati,  Ohio,  to  Knoxville,  Tenn., 
with  the  rates  to  Heiskell,  Tenn.,  an  intermediate  point : 


To— 

1. 

o 

3. 

4. 

% 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Knoxville . 

76 

65 

57 

47 

40 

30 

20 

26 

23 

19 

34 

39 

38 

Heiskell . 

96 

82 

72 

59 

50 

38 

30 

37 

29 

27 

29 

53 

56 

Active  competition  exists  in  traffic  to  the  competitive  point,  Knoxville,  which 
condition  does  not  prevail  with  respect  to  the  local  station,  Heiskell.  Rates  to 
the  latter  point,  however,  are  not  higher  than  Knoxville  combination. 

The  following  is  a  comparison  of  the  rates  from  Memphis,  Tenn.,  to  Columbia, 
S.  C.,  and  to  Spartanburg,  S.  C.,  an  intermediate  point : 


To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Columbia _ 

112 

• 

99 

87 

•  71 

57 

46 

28 

44 

33 

29 

50 

64 

58 

Spartanburg _ 

124 

115 

92 

73 

59 

52 

34 

47 

38 

34. 5 

62 

68 

68 

In  this  case  both  the  points  named  are  competitive  points,  but  the  lower  rates 
to  Columbia  are  justified  because  of  the  effect  thereon  of  rates  to  and  from 
Augusta  and  Charleston,  the  result  of  direct  water  competition. 

Below  I  beg  to  give  you  rates  from  Memphis,  Tenn.,  to  Macon,  Ga.,  a  competi¬ 
tive  point,  as  compared  with  rates  to  Juliette,  Ga.,  and  intermediate  noncom¬ 
petitive  point : 


To — 

1. 

2. 

*  3. 

4. 

5. 

6 

A. 

B. 

C. 

D. 

E. 

H. 

Macon .  . 

99 

86 

77 

61 

50 

39 

24 

31 

24 

20 

46  j 

46 

Juliette . 

127 

111 

100 

81 

66 

53 

38 

43 

31.5 

26.5 

62 

i 

66 

Rates  Memphis  to  Macon  are  made  with  relation  to  rates  from  Ohio  River 
points — for  instance,  Cincinnati,  Ohio ;  and  the  latter  rates  to  Macon,  as  already 
explained,  are  established  with  relation  to  the  rates  from  North  Atlantic  ports 
direct  in  connection  with  ocean  lines. 

The  dissimilar  conditions  that  exist  at  Macon  justify  the  higher  rates  at  the 
intermediate  point.  Juliette. 

Along  the  same  lines  I  refer  you  to  a  comparison  of  rates  from  Memphis, 
Tenn.,  to  Atlanta,  Ga.,  with  rates  from  Memphis  to  Oakdale,  Ga.,  the  latter  an 
intermediate,  noncompetitive  point : 


To — 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Atlanta . 

94 

83 

74 

59 

48 

37 

24 

29 

22.0 

18 

44 

44  ! 

36.0 

Oakdale . 

114 

101 

90 

72 

59 

47 

31 

38 

27.5 

23 

55 

57  j 

47.5 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


445 


The  situation  as  to  these  last-named  rates  is  practically  the  same  as  in  the 
previous  instance,  both  being  typical  cases  of  the  nature  you  request. 

The  following  is  a  comparison  of  the  rates  from  Mobile,  Ala.,  to  Rome,  Ga., 
and  to  Jacksonville,  Ala.,  an  intermediate  point : 


To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

l 

H. 

F. 

Rome _ _ 

84 

73 

64 

49 

43 

32 

20 

25 

18 

14 

39 

34 

28 

Jacksonville _ 

m 

88 

75 

55 

52 

42 

33 

32 

25 

21 

52 

55  j 

42 

The  rates  from  Mobile  to  Rome  are  the  result  of  competition  between  car¬ 
riers  and  adjustment  between  similarly  classed  markets. 

What  has  been  said  of  the  comparison  of  rates  to  Rome  and  Jacksonville  will 
apply  with  equal  force  to  the  rates  named  you  below  from  Mobile  to  Huntsville, 
Ala.,  and  Madison,  Ala. : 


t 

To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Huntsville _ 

79 

72 

55 

41 

37 

29 

20 

27 

20 

16 

32 

33 

32 

Madison _ _ 

97 

88 

69 

54 

48 

38 

29 

36 

26 

21 

43 

49 

45 

Other  typical  instances  of  intermediate  rates  higher  than  the  farther  competi¬ 
tive  rates  are  as  follows : 

Mobile  to  Memphis,  Tenn.,  as  compared  with  Middleton,  Tenn. 


To — 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

c. 

D. 

E. 

H. 

F. 

Memphis- . 

65 

54 

47 

35 

28 

25 

18 

18 

18 

13 

21 

18 

27 

Middleton _ 

107 

91 

78 

62 

50 

44 

37 

37 

37 

26 

43 

45 

65 

Mobile  to  Atlanta,  Ga.,  as  compared  with  Bremen,  Ga. 


To— 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Atlanta . 

84 

73 

64 

49 

43 

32 

20 

25 

18.0 

14 

39 

31 

28.0 

Bremen _ _ 

106 

92 

81 

* 

59 

56 

44 

36 

39 

36.5 

22 

62 

59 

45.5 

Savannah  to  Columbus,  Ga.,  as  compared  with  Warm  Springs,  Ga. 


To — 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Columbus _ 

66 

59 

51 

43 

35 

29 

20 

25 

20 

19 

35 

43 

38 

Warm  Springs 

100 

90 

73 

60 

48 

41 

34 

36 

21 

19 

48 

60 

42 

Savannah  to  Anniston,  Ala., 

as  compared  with  Waco, 

Ga. 

To— 

•  1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

Anniston . . . 

74 

68 

56 

46 

38 

35 

22 

30 

22 

21 

40 

50 

44 

Waco _ 

105 

93 

74 

61 

49 

43 

36 

37 

22 

20 

49 

61 

44 

I  trust  that  the  above  typical  cases  of  the  kind  referred  to  in  your  favor  may 
fully  answer  your  purpose.  If  there  is  anything  further  you  desire,  please  call 
upon  me. 

Very  truly,  yours,  J.  M.  Culp, 

Third  Vice-President. 

lion.  S.  B.  Elkins, 

United  States  Senate,  Washington,  D.  C. 


Fhe  exhibits  referred  to  in  the  foregoing  are  as  follows: 

Exhibit  No.  1. — Rates,  New  York,  N.  Y,  to  Atlanta,  Ga. 


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Exhibit  No.  11. — Rates  New  York,  N.  Y.,  to  Blythewood,  S.  C. 


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«  Rate  war.  t>  Restoration 


Exhibit  No.  13. — Rates  New  York ,  N.  F,  to  Princeton ,  N.  C. 


458  DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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a  Hate  war.  ft  Restoration.  c  L.  C.  L.  dC.  L. 


Exhibit  No.  19.— Rates  New  York ,  iY.  Y.,  to  Columbus ,  Mss. 


- —  _ _ _ 

. - .  o 

Per  hundred  pounds.  tp 

l_3 

C  OF  HEAR] 

^  * 

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bcC  §  m 

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aj  &  !  u 

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lO 

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lid 

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to 

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A 

Y 

RATES. 

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A 

v 

pH 

+2 

to 

C.L. 

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mon. 

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rH 

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per, 

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ing. 

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55 

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goods. 

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barrel. 

r  ’ 

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•  •  05  05  05  05 

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1 

Per  hundred  pounds. 

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o 

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.  . 

: 

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to 

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cs 

d 

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50 

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to  to  CO 
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— f- 

o 

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to  Ol 
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to 

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59 

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rH  | 

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70 

o  o 

1>  tO 

70 

o  o 

l>»  L'* 

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TP 

75 

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75 

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i 

cc 

06 

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05  CO 

06 

O  CN 

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rH 

: 

:  1. 

, 

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o 

rH 

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o  o 

rH  iH 

105 

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• 

rH 

o 

<M 

rH 

o  o 

(N  <M 

*H  rH 

120 

O  00 

Ol  CO 

rH  rH 

0}  . 

* 

Q 

September,  1887 . 

October,  1887 . 

November,  1887  . 

September,  1889 . 

November,  1889  . 

March,  1890  . 

July,  1898 . 

September,  1898 . 

August,  1902 . 

March,  1903  . 

May,  1903  . 

November,  1904  . 

1  ebruary, 1905  . 

September,  1905 . 

October  1,  1905  . 

fV'tnhor  O  1 

vy  viv'mvi  i  u\Jf  /  ....................... 

Present  rates  lower  than  in  Septem¬ 
ber,  1887 . 

463 


* 


464 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


■'T1 

1 


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Exhibit  No.  21. — Rates  New  York ,  N.  Y.,  to  Columbus ,  Ga. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


465 


3  a% 

X  £ 


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S.  Doc.  244,  59-1 


a  Rate  war.  t>  Restoration.  «L.  C.  L.  dC.  L. 


DTGEST  OF  HEARINGS  ON  RAILWAY  RATES 


466 


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a  First  rates.  b  Rate  war.  c  Restoration. 


Exhibit  No.  23. — Rates  Cincinnati ,  Ohio ,  Atlanta ,  Ga. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


467 


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Agri¬ 
cultur¬ 
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c.l. 
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with 

wagons 

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springs. 

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cultur¬ 
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ments. 

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468 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Exhibit  No.  24. — Rates  Cincinnati ',  Ohio,  to  Birmingham  division  stations  ( formerly 

•  Georgia  Pacific  Railway). 

TO  WACO,  GA. 


J>ate. 

Per  hundred  pounds. 

Per 

barrel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

September,  1837 . 

October,  1905  . 

Present  rates  lower  than  in  Sep¬ 
tember,  1887  . 

Present  rates  higher  than  in  Sep¬ 
tember,  1887  . 

150 

142 

8 

128 

124 

4 

114 

108 

6 

93 

92 

1 

76 

77 

1 

64 

59 

5 

46 

46 

50 

48 

2 

40 

35 

5 

35| 

30! 

5 

68 

72 

4 

78 

77 

1 

72 

62 

10 

TO  BREMEN,  GA. 


September,  1887 . 

150 

128 

114 

93 

76 

64 

46 

50 

40 

35! 

68 

78  ! 

72 

October,  1905  . 

Present  rates  lower  than  in  Sep- 

128 

113 

102 

84 

70 

55 

42 

45 

33! 

28! 

66 

69  i 

59 

tember,  1887  . 

/ 

22 

15 

12 

9 

6 

9 

4 

5 

6! 

7 

2 

9  i 

1 

13 

Exhibit  No.  25. — Rates  Cincinnati ,  Ohio,  to  Birmingham  division  stations  ( formerly 

Georgia  Pacific  Railway). 

TO  COLUMBUS,. MISS. 


Date. 

Per  hundred  pounds. 

Per 

barrel. 

1. 

2. 

3. 

4. 

5. 

6. 

A. 

B. 

C. 

D. 

E. 

H. 

F. 

September,  1887  . 

October,  1905  . 

Present  rates  lower  than  in  Sep¬ 
tember,  1887 . 

115 

123 

97 

102 

77 

82 

66 

70 

55 

57 

48! 

48 

1 

* 

41! 

42 

42 

46 

35 

33! 

U 

33! 

28 

5! 

50! 

44 

5! 

59 

59 

65 

59 

6 

Present  rates  higher  than  in  Sep- 
,  tember,  1887 . 

8 

5 

5 

4 

2 

1 

7 

4 

TO  SARDIS  (NOW  STOUGH),  ALA.,  FAYETTE,  ALA.,  AND  SIPSEY,  ALA. 


September,  1887  . 

101 

133 

110 

91 

75 

66! 

52 

54 

46 

40 

70! 

84 

84 

October,  1905  . 

Present  rates  lower  than  in  Sep- 

96 

81 

68 

57 

47 

39 

35 

35 

(i26 

22 

43 

49 

44 

tember,  1887 . 

• 

65 

52 

42 

34 

28 

27! 

17 

19 

20 

18 

27  k 

35 

40 

a  Flour  C.  L.,  22  cents. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


469 


Exhibit  No.  26. — Rates  on  coal  from  Walker  County  mines. 


Meridian,  Miss . 

Marion,  Miss . 

Mobile,  Ala . 

Keystone,  Ala.  (?) _ 

Jackson.  Miss . 

Lake,  Miss.  (?) . 

Memphis,  Tenn . 

Collierville,  Tenn.  (?) 
Holly  Springs,  Miss  .. 

Oxford,  Miss.  (?) . 

Atlanta,  Ga . 

Tallapoosa,  Ga . 

Macon,  Ga . 

Jackson,  Ga . 


Per  ton  of  two  thousand  pounds. 


1887. 

1905. 

Mav  1  to 

Aug.  1  to 

Oct.  1  to 

Domes- 

Aug.  1. 

Sept.  30. 

May  1. 

Steam . 

tie. 

$1.40 

$1.40 

$1.40 

$1.10 

$1.10 

2. 00 

2. 20 

2. 25 

1.60 

1.60 

2. 25 

2.25 

2. 25 

1.10 

1.10 

2.20 

2.30 

2. 45 

1.65 

1.90 

2.25 

2.25 

2. 25 

1.60 

1.60 

2. 10 

2.20 

2. 40 

1.60 

2. 05 

.(?) 

(?) 

(?) 

1.00 

1.00 

2.30 

2.  40 

2.  50 

1.75 

1.95 

2.  60 

2. 60 

2.60 

1.10 

1.10 

3.  65 

3.65 

.  3.65 

1.75 

1.90 

1.30 

1.  30 

.  90 

1.35 

1.65 

1.65 

1.75 

1.  75 

COTTON  RATES. 


From — 

t 

Per  hundred  pounds. 

To- 

Boston 
and  Provi¬ 
dence. 

New  York 
and  Phila¬ 
delphia. 

Balti¬ 

more. 

• 

Norfolk 
and  West 
Point. 

Savannah, 
Charleston,!  New 
and  Bruns-!  Orleans, 
wick. 

Birmingham,  1887 . 

75 

70 

65 

56 

50  . 

Birmingham,  1905 . 

661 

61! 

58! 

51 

45  . 

Highest  intermediate  point  on  G. 

P.,  1887 . 

78 

73 

68 

59 

53  . 

Oxanna,  Ala.,  1905 . 

66| 

61! 

58! 

51 

45  1 . 

Atlanta,  1887 . 

.  50 

Atlanta,  1905 . 

. 

48 

Highest  intermediate  point  on  G. 

k 

P.,  1887 . 

53 

Heflin,  Ala..  1905  . 

.  55 

i. 

SEABOARD  AIR  LINE. 

Dear  Sir  :  Replying  to  your  circular  of  October  20,  1887,  there  are  no  points  on  our 
line  between  which  rates  are  lower  for  long  distances  than  for  short.  There  are,  how¬ 
ever,  many  points  beyond  our  line  controlled  by  the  competition  of  other  lines,  both  rail 
and  water,  but  over  which  we  have  no  control  or  authority,  and  the  competition  of  which 
lines  we  have  to  meet  as  long  as  the  revenue  therefrom  is  remunerative. 

These  rates,  we  think,  are  in  strict  conformity  with  the  law,  as  could  be  explained  to 
your  satisfaction  should  opportunity  for  such  explanation  arise. 

We  have  made  many  changes  since  April  5  in  order  to  bring  our  rates  within  the  in¬ 
tention  of  the  law. 

Yours,  truly,  Sol.  Haas.  Traffic  Manager. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commerce  Commission. 


FLORIDA  RAILWAY  AND  NAVIGATION  COMPANY. fi 

Dear  Sir  :  Your  circular  letter  of  October  20  to  H.  R.  Duval,  receiver. 

Permit  me  to  reply,  in  behalf  of  the  passenger  department  of  this  company,  that  the 
Jacksonville  and  Gainesville  joint  rate  sheet,  copy  of  which  is  herewith  attached,  pub¬ 
lished  by  the  company  and  the  Savannah,  Florida  and  Western  Railway,  quoting  rates  to 
interstate  points,  was  thoroughly  revised  soon  after  the  law  to  regulate  commerce  went 
into  effect,  and  all  points  were  changed  to  conform  to  the  fourth  section,  so  that  we  do 
not  sell  at  a  greater  rate  for  a  short  than  a  long  haul.  All  interior  points  on  this  com 
pany’s  lines  from  which  interstate  rates  are  quoted  are  based  on  Jacksonville  and  Gaines 
ville  sheet,  and  are  made  in  conformity  to  the  law  aforesaid. 

Very  truly,  A.  O.  MacDonnell, 

General  Passenger  and  Ticket  Agent. 

C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission ,  Washington ,  D.  C. 


°TIiis  property  is  now  controlled  by  tlie  Seaboard  Air  Line.  See  response  of 
that  company  to  the  present  inquiry. 


470 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Dear  Sir  :  Replying  to  your  favor  of  the  20th  ultimo,  addressed  to  Mr.  H.  R.  Duyal, 
receiver,  which  has  been  delayed  owing  to  absence,  I  beg  to  advise  you  that  there  are 
no  points  on  the  line  of  this  road,  except  Jacksonville  and  Cedar  Key,  which  receive 
lower  rates  of  freight  than  nearer  stations  over  the  same  line.  These  points,  however, 
are  competitive  by  water,  and  it  was  necessary  to  reduce  our  rates  below  what  we  would 
otherwise  charge  in  consequence  thereof. 

I  inclose  copy  of  our  rates  from  Jacksonville  to  Cedar  Key,  which  are  the  basing  points 
for  all  rates  to  that  city.  To  Jacksonville  and  Fernandina  we  accept  prorate  from  con¬ 
necting  lines,  and  our  proportion  therefore  differs  in  every  case  according  to  where  the 
freight  originates  at. 

1  have  referred  your  letter  to  the  general  passenger  agent,  who  will  answer  such  in¬ 
quiries  as  you  make  relating  to  his  department.  Should  you  desire  any  further  infor¬ 
mation.  1  shall  take  pleasure  in  furnishing  the  same  upon  request. 

Yours,  respectfully, 

James  Menzies, 

Assistant  General  Freight  Agent. 

C.  C.  McCain,  Esq., 

Auditor  Interstate  Commission ,  Washington,  D.  C. 


SEABOARD  AIR  LINE  RAILWAY. 

Portsmouth,  Va.,  September  30,  1903. 

Dear  Sir  :  Replying  further  to  your  favor  of  the  9th  instant,  I  am  very  sorry 
I  find  it  impracticable  to  give  you  the  dates  upon  which  the  changes  in  the 
Cedar  Keys,  Fla.,  rates  were  made.  As  stated  in  my  letter  of  Septemper  15, 
we  did  not  take  charge  of  the  Florida  Central  and  Peninsular  Railroad  (which 
succeeded  the  old  Florida  Railway  and  Navigation  Company)  until  1900.  The 
records  received  at  that  time  are  in  such  shape  that  we  are  unable  to  trace 
back  to  the  time  of  the  last  general  change  in  rates  to  Cedar  Keys.  Originally 
and  for  many  years  there  were  steamers  operating  between  Galveston  and 
Cedar  Keys.  The  Florida  Hid  way  and  Navigation  Company  was  the  connecting 
link  between  these  steamers  and  other  steamers  operating  between  Fernandina, 
Fla.,  and  eastern  ports.  This  Galveston-Cedar  Keys  service  was,  however, 
abandoned  prior  to  1887,  and  it  was  succeeded  by  another  steamboat  service 
operated  between  New  Orleans  and  Cedar  Keys.  This  New  Orleans-Cedar  Keys 
service  was  operated  by  Mr.  C.  B.  Rogers,  now  a  resident  of  Jacksonville,  Fla., 
and  prominent  in  the  naval  store  and  wholesale  grocery  business  in  Florida. 
At  the  same  time  Mr.  Rogers  had  in  operation  a  line  of  boats  between  Cedar 
Keys  and  Tampa,  Fla.,  these  boats  touching  at  Clearwater,  Fla.  Mr.  Rogers 
tells  us  that  his  books  covering  these  old  water  lines  have  been  destroyed,  and 
for  this  reason  he  is  unable  to  give  us  the  exact  dates.  It  is,  however,  his 
recollection  that  the  steamboat  service  between  New  Orleans  and  Cedar  Keys 
was  abandoned  during  the  latter  part  of  1S87  or  early  in  1888,  and  that  shortly 
afterwards  his  boat  service  between  Cedar  Keys  and  Clearwater  and  Tampa 
was  also  abandoned.  In  the  writer’s  opinion  the  existence  of  lower  rates 
between  Jacksonville  and  Cedar  Keys  than  between  Jacksonville  and  inter¬ 
mediate  points  at  the  time  of  Mr.  Menzies’s  letter  to  Mr.  McCain  was  undoubt¬ 
edly  due  to  the  ability  of  jobbers  at  New  Orleans  and  elsewhere  on  the  Gulf 
to  reach  Cedar  Keys  at  low-water  rates.  The  rates  between  Jacksonville  and 
Cedar  Keys  are  not  to-day  less  than  between  Jacksonville  and  intermediate 
points,  nor  have  they  been*  less  for  many  years.  In  fact,  the  existing  rates 
between  Jacksonville  and  Cedar  Keys  are  made  upon  the  full  mileage  scale 
of  the  Florida  Railroad  Commission.  It  is  Mr.  Rogers’s  recollection  that  the 
rates  between  Jacksonville  and  Cedar  Keys  were  advanced  to  the  mileage  scale 
and  made  not  lower  than  to  intermediate  points  shortly  after  he  abandoned 
his  New  Orleans-Cedar  Keys  steamboat  service,  and  it  is  very  evident  that 
this  advance  was  due  to  the  ineffectiveness  of  the  water  competition  from  New 
Orleans,  etc.,  after  the  abandonment  of  Mr.  Rogers’s  boat  service.  Since  this 
service  of  Mr.  Rogers  was  abandoned  there  have  been  several  ineffectual 
efforts  to  maintain  steamboat  service  between  Gulf  ports  and  Cedar  Keys,  and 
the  New  Orleans  and  Gulf  Steamship  Company,  operating  between  New  Orleans 
and  Tampa,  does  even  now  occasional}'  stop  one  of  their  boats  at  Cedar  Keys. 
This  competition  has  not.  however,  been  particularly  active,  and  it  has  not  been 
considered  by  us  as  sufficient  to  warrant  any  reduction  in  our  existing  rates  to 
Cedar  Keys. 

With  respect  to  the  letter  from  Mr.  Haas,  there  have  naturally  been  a  great 
many  changes  in  rate  conditions  in  the  Carolinas,  which  is  the  territory  treated 
of  by  Mr.  Haas  in  his  letter  to  Mr.  McCain.  These  changes  have  been  due 
largely  to  the  development  of  manufacturing  interests  in  the  Carolinas  and  to 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


471 


the  extension  of  old  lines  and  to  the  construction  of  new  lines.  When  Mr.  Haas’s 
letter  was  written  in  1887  the  Seaboard  Air  Line  system,  now  the  Seaboard  Air 
Line  Railway,  consisted  of  a  number  of  small  roads,  all  existing  under  separate 
charters  and  separate  managements,  except  as  to  traffic.  The  name  “  Seaboard 
Air  Line  ”  was  simply  a  trade  name  adopted  largely  for  traffic  reasons.  In  1887 
the  Seaboard  Air  Line  system  of  roads  consisted  only  of  lines  from  Portsmouth, 
Va.,  to  Chester,  S.  C.,  with  branches  to  Lewiston,  Durham,  Louisburg,  Pittsboro, 
and  Gibson,  N.  C.,  and  of  a  line  from  Wilmington,  N.  C.,  to  Rutherfordton,  N.  C. 
In  1892  the  Seaboard  Air  Line  completed  its  line  from  Chester,  S.  C.,  to  Atlanta, 
Ga.,  and  in  1899  and  1900  it  constructed  a  line  from  Norlina,  N.  C.,  through 
Petersburg,  Va.,  to  Richmond,  Va. ;  it  absorbed  the  Palmetto  Railroad,  running 
from  Hamlet,  N.  C.,  to  Cheraw,  S.  C.,  and  extended  that  line  to  Columbia,  S.  C., 
where  it  connected  with  the  Florida  Central  and  Peninsular  Railroad,  which  it 
took  over,  and  through  the  Florida  Central  and  Peninsular  Railroad  it  connected 
at  Savannah  with  the  Georgia  and  Alabama  Railway,  which  it  also  took  over. 
In  1900  the  Seaboard  Air  Line  system,  together  with  the  Florida  Central  and 
Peninsular  Railroad  and  the  Georgia  and  Alabama  Railway,  became  the  Sea¬ 
board  Air  Line  Railway,  with  its  main  lines  extending  from  Richmond  and  Ports¬ 
mouth,  Va.,  and  Wilmington,  N.  C.,  on  the  north  and  east,  to  Rutherfordton, 
N.  C.,  Atlanta,  Ga.,  Montgomery,  Ala.,  Chattahoochee,  Fla.,  and  Tampa,  Fla., 
on  the  south  and  west,  with  various  branches  hardly  necessary  to  mention 
here.  In  1904  the  Seaboard  Air  Line  Railway  completed  its  extension  from 
Atlanta,  Ga.,  to  Birmingham,  Ala.  It  also  secured  in  1900  the  full  ownership 
of  the  Baltimore  Steam  Packet  Company,  plying  between  Norfolk,  Portsmouth, 
and  Baltimore.  In  other  words,  since  1887  the  Seaboard  has  developed  from  a 
line  of  some  600  miles,  with  about  90  per  cent  of  this  mileage  in  the  State  of 
North  Carolina,  to  a  system  of  over  3,000  miles,  with  its  greatest  mileage  in 
Florida,  and  its  next  greatest  mileage  in  Georgia.  There  are  numerous  instances 
to-day  in  which  the  rates  between  points  on  the  Seaboard  Air  Line  Rail¬ 
way  are  less  for  long  than  for  short  distances,  the  shorter  distance  being  included 
within  the  longer  distance,  but  where  this  is  found  to  be  the  case  it  can  be 
shown  to  be  due  to  some  character  of  competition,  and  most  frequently  due  to 
water  competition,  either  direct  or  indirect.  For  instance,  the  rates  between 
Portsmouth,  Va.,  and  Savannah,  Ga.,  are  less  than  the  rates  between  Raleigh, 
N.  C.  (an  intermediate  point)  and  Savannah,  Ga.  This  condition  is  due  to  water 
competition  between  Portsmouth  and  Savannah.  As  a  general  proposition  the 
combination  of  the  water  rate  from  Portsmouth,  Va.,  to  Baltimore,  Md.,  and 
the  water  rate  from  Baltimore,  Md.,  to  Savannah,  Ga.,  is  even  less  than  the 
existing  all-rail  rate  from  Portsmouth,  Va.,  to  Savannah,  Ga.  Practically  the 
same  condition  exists  as  to  all  of  the  rates  between  South  Atlantic  and  Gulf 
ports  and  Virginia  ports  and  intermediate  inland  points  in  Virginia  and  North 
Carolina,  and  to  some  extent  South  Carolina.  Again,  the  rates  between 
Richmond.  Va.,  and  Atlanta,  Ga.,  are  less  than  the  rates  between  Richmond, 
Va.,  and  Greenwood,  S.  C.  (an  intermediate  point).  This  is  due  to  indirect 
competition  between  Richmond  and  western  jobbing  points,  and  in  order  to 
permit  the  jobber  or  manufacturer  in  Richmond  to  do  business  as  against 
his  competitor  in  Cincinnati  it  has  been  necessary  to  fix  the  rates  from  Rich¬ 
mond  to  Atlanta  with  some  reference  to  the  rates  from  Cincinnati  to  Atlanta. 
At  Greenwood,  S.  C.,  we  find  that  the  Cincinnati  shipper  pays  a  very  much 
higher  rate  than  to  Atlanta,  and  that  the  rates  from  Richmond  are  already 
sufficiently  low  to  enable  the  Richmond  shipper  to  compete  at  Greenwood  with 
the  Cincinnati  shipper.  Another  character  of  competition  can  be  illustrated 
by  the  rates  between  Charlotte,  N.  C.,  and  Chester,  S.  C.  The  Southern  Rail¬ 
way  has  a  direct  line  from  Charlotte,  N.  C.,  to  Chester,  S.  C.,  whereas  the 
Seaboard  between  Charlotte  and  Chester  makes  two  sides  of  a  triangle.  The 
Seaboard  is  of  necessity  forced  to  either  meet  the  Southern  Railway’s  rates 
between  Charlotte  and  Chester  or  else  retire  from  that  business.  The  Sea¬ 
board  considers  that  while  that  business  does  not  bear  its  full  measure  of  all 
of  its  expenses,  including  its  interest  and  taxes,  there  is  some  profit  to  be  secured 
from  its  transportation ;  it  therefore  meets  the  Southern  Railway’s  rates  be¬ 
tween  Charlotte  and  Chester,  though  it  carries  higher  rates  between  Charlotte 
and  Edgemoor,  S.  C.,  an  intermediate  local  point  on  the  Seaboard  Air  Line 
Railway.  These  three  illustrations  cover  the  three  classes  of  competition  with 
which  we  have  most  frequently  to  deal ;  that  is,  the  competition  of  water  car¬ 
riers,  the  competition  of  markets,  and  the  competition  of  short-line  rail  carriers ; 
and  there  are  a  great  many  cases  throughout  our  territory  where  competition 


472 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


of  one  kind  or  another  has  forced  us  to  depart  from  a  strict  observance  of  the 
long  and  short  haul  principle ;  at  the  same  time,  the  system  of  rate  construc¬ 
tion  in  the  Carolinas  is  very  much  to-day  as  it  was  in  1887,  and  practically 
all  of  the  important  rate  changes  in  the  Carolinas  since  1887  have  been  brought 
about  by  the  development  of  the  cotton  milling  and  other  manufacturing  indus¬ 
tries  which  we  have  sought  to  encourage  and  protect  with  rates  that  would 
enable  them  to  compete  with  similar  manufacturers  elsewhere. 

This  very  question  is  involved  in  a  recent  decision  (No.  640)  of  the  Interstate 
Commerce  Commission  in  the  maintenance  by  the  Southern  Railway  and  the 
Seaboard  Air  Line  Railway  of  lower  rates  on  vehicles  from  Rock  Hill,  S.  C., 
to  Quincy,  Fla.,  a  local  station  on  the  Seaboard,  than  to  Tallahassee,  Fla.,  an 
intermediate  juction  point  on  the  Seaboard.  In  this  case  the  Commission  sus¬ 
tained  the  position  of  the  carriers.  Another  case  which  bears  directly  upon 
the  principle  of  rate  making  in  the  Carolinas  is  that  of  the  Charlotte  Shippers’ 
Association  v.  The  Southern  Railway  Company  et  al.  The  Interstate  Commerce 
Commission  also  rendered  in  this  case  several  months  ago  a  decision  favorable 
to  the  carriers. 

Trusting  that  this  gives  you  the  information  you  desire,  and  that  you  will  not 
hesitate  to  command  me  if  I  can  be  of  further  service, 

Yours,  very  truly,  C.  R.  Capps, 

General  Freight  Agent . 

Hon.  S.  B.  Elkins, 

Chairman' Committee  on  Interstate  Commerce. 

Washington,  D.  C. 


Portsmouth,  Va.,  October  5,  1905. 

My  Dear  Sir:  We  have  your  letter  of  September  11. 

The  conditions  as  stated  by  Mr.  MacDonell  are  being  maintained  on  the  Sea¬ 
board  Air  Line  Railway,  which,  as  you  know,  is  in  charge  of  the  old  Florida 
Central  and  Peninsular,  the  successor  of  the  Florida  Railway  and  Navigation 
Company.  We  do  not  charge  a  greater  amount  to  an  intermediate  point  than 
to  a  point  beyond,  and  our  passenger  tariffs,  quoting  interstate  fares,  are  so 
lined  up. 

Whereas,  of  course,  the  rate  per  mile  for  a  short  haul  may  be  higher  in  sell¬ 
ing  tickets  to  a  distant  point,  all  intermediate  points  are  at  the  same  or  less  rate. 

Trusting  this  may  give  you  the  information  desired,  we  are. 

Yours,  very  truly, 

.  Edward  F.  Cost, 

Second  Vice-President . 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce,  Washington,  D.  C. 


TEXAS  AND  PACIFIC  RAILWAY. 

Dear  Sir  :  Replying  to  your  circular  letter  of  October  20,  to  Mr.  John  A.  Grant, 
general  manager  of  this  line,  beg  to  advise  that  there  are  no  points  upon  this  road  or  on 
any  road  operated  by  this  company  to  or  from  which  interstate  rates  for  passengers  are 
made  by  this  road  alone  or  in  combination  with  other  roads  which  are  greater  than  the 
rates  to  or  from  more  distant  points  in  the  same  direction  over  the  same  line. 

Yours,  truly, 

B.  W.  McCullough, 
General  Passenger  and  Ticket  Agent. 

C.  C.  McCain,  Esq., 

Auditor  interstate  Commerce  Commission,  Washington,  D.  C. 


THE  TEXAS  AND  PACIFIC  RAILWAY. 

Dear  Sir  :  Herewith  I  inclose  you  a  letter  from  Mr.  W.  W.  Finley,  general  freight 
agent  of  the  Texas  and  Pacific  Railway,  in  response  to  your  communication  addressed 
to  General  Manager  Grant,  of  date  of  October  20,  1887  ;  and  also  joint  interstate  tariffs 
in  cases  where  the  charge  for  the  longer  is  less  than  for  the  shorter  distance. 

It  needs  no  extended  argumentation  to  demonstrate  that  business  from  New  Orleans 
to  the  Pacific  coast  is  in  competition  with  water  by  the  way  of  the  Isthmus  and  around 
Cape  Horn,  such  means  of  transportation  not  coming  within  the  provisions  of  the  In¬ 
terstate-commerce  law. 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


473 


There  is  competition  by  water  daring  the  entire  year  as  far  northward  as  Saint 
Louis,  and  for  eight  or  nine  months  of  the  year  from  Saint  Louis  up  the  Missouri  River 
to  all  points  embraced  in  our  joint  tariff  to  Missouri  River  points  from  New  Orleans,  and 
we  think  that  such  being  the  fact  we  are  not  violating  the  fourth  section  of  the  interstate- 
commerce  law  by  making  a  less  rate  to  those  terminal  points  than  is  made  to  interme¬ 
diate  ones.  In  some  matters,  especially  in  that  of  sugar,  there  has  been  in  the  past,  and 
it  is  likely  to  occur  again  in  the  future,  that  transportation  has  been  by  way  of  steam¬ 
ship  lines  from  San  Francisco  to  a  connection  with  the  Canadian  Pacific,  and  by  that 
line  with  points  as  far  south  as  Kansas  City.  However,  that  competition  is  not  as  ma¬ 
terial  as  that  by  boats  on  the  Mississippi  and  Missouri  rivers. 

Rates  from  points  on  the  line  of  the  Texas  and  Pacific  to  El  Paso  may  possibly  be  less 
at  El  Paso  than  at  two  or  three  unimportant  points  within  300  miles  of  El  Paso.  The 
classification  on  trade  with  Mexico  is  not  the  same  as  the  Texas  classification,  and 
whether  the  Texas  and  Pacific  is  charging  less  for  transportation  to  El  Paso  than  at  three 
or  four  small  places  eastward  from  El  Paso  must  depend  upon  a  careful  comparison  of 
the  classifications  in  the  two  cases.  This  rate  into  El  Paso  has  been  so  recently  estab¬ 
lished  that  our  traffic  department  has  not  had  time  to  make  the  comparison  to  see  if  in 
any  case  there  is  a  less  charge  for  the  longer  than  for  the  shorter  distance.  As  the  traf¬ 
fic  at  the  few  points  where  possibly  such  a  condition  may  exist  is  so  unimportant  that 
it  is  a  matter  of  no  interest  to  the  Texas  and  Pacific  Railway  that  those  higher  rates 
should  be  maintained,  and  it  is  the  intention  after  an  investigation  to  reduce  the  rates 
at  those  points  so  that  there  will  be  no  place  short  of  El  Paso  where  the  rates  are  higher, 
but  I  maintain  that  El  Paso  is  peculiarly  a  competitive  point.  The  great  bulk  of  its 
trade  is  in  the  Republic  of  Mexico,  extending  as  far  south  as  the  City  of  Mexico.  Until 
the  construction  of  the  Mexican  Central  Railway  goods  were  supplied  as  far  northward 
as  Chihuahua  from  Mexico ;  they  found  their  way  to  the  latter  city  by  water  lines  from 
the  Atlantic  coast  and  from  Europe,  and  then  by  rail  line,  260  miles  in  length,  from 
Vera  Cruz  to  the  City  of  Mexico.  It  will,  therefore,  be  seen  that  competition  for  trade  in 
Mexico  was  by  both  water  lines  and  foreign  lines  to  which  the  interstate-commerce  law 
does  not  apply. 

It  will  also  be  observed  that  El  Paso  is  on  the  line  between  the  two  nations  and  is  ad¬ 
vantageously  situated  to  do  the  Mexican  business  ;  that  at  that  point  there  ax-e  rail  lines 
in  competition  with  each  other  from  the  city  of  New  Orleans,  from  the  Pacific  coast, 
Kansas  City,  Saint  Louis,  Chicago,  and  generally  from  the  Northwest,  and  it  seems  to  me 
that  it  is  peculiarly  a  case  of  competition  by  rail  lines  which  are  within  the  purview  of 
the  interstate-commerce  law,  and  that  the  “  case  is  rare  and  peculiar.” 

The  rates  to  and  from  Houston,  Tex.,  have  been  made  in  the  belief  that  as  to  it  the 
circumstances  and  conditions  are  substantially  dissimilar  from  those  that  surround  other 
and  adjacent  points.  Houston  is  50  miles  from  Galveston  and  the  Gulf  of  Mexico,  and 
to  it  there  are  means  of  transportation  both  by  water  and  by  rail.  Galveston  is  a  point 
visited  by  ships  from  the  Atlantic  coast,  from  New  Orleans,  from  Europe,  and  from  the 
islands  of  the  Gulf  and  the  Caribbean  Sea.  Rail  lines  from  Galveston  cross  those  extend¬ 
ing  westward,  and  it  seems  to  me  that  its  traffic  is  peculiarly  competitive  from  watei* 
transportation,  and  that  to  make  lower  rates  to  and  from  that  point  than  to  others  that 
are  mox*e  distant  seems  to  be  an  exception  to  the  general  principle  embodied  in  the  fourth 
section  of  the  interstate-commerce  law. 

I  believe  that  these  are  all  the  cases  where  the  Texas  and  Pacific  has  been  or  is  charg¬ 
ing  less  for  a  longer  than  for  a  shoi’ter  distance  and  where  the  commerce  is  interstate. 
Should  there  be  any  question  on  the  part  of  the  Commission  as  to  the  propriety  of  the 
action  of  this  road  in  these  particular's,  furthers  explanations  or  arguments  will  be  pre¬ 
sented,  if  the  Commission  so  desire. 

Very  respectfully,  L.  A.  Sheldon,. 

Receiver. 

Mr.  C.  C.  McCain,  Esq., 

Auditor,  Washington,  D.  C. 


THE  TEXAS  AND  PACIFIC  RAILWAY  COMPANY. 

Dallas,  Tex.,  September  23,  1905. 

Dear  Sir:  Replying  to  your  letter  of  recent  date,  in  which  you  inclose  copies 
of  correspondence  between  L.  A.  Sheldon,  receiver  of  the  Texas  and  Pacific 
Railway,  and  B.  W.  McCullough,  general  passenger  and  ticket  agent  of  the 
Texas  and  Pacific  Railway  Company,  and  Mr.  C.  C.  McCain,  ex-auditor  of  the 
Interstate  Commerce  Commission,  beg  to  advise  that  there  has  been  no  material 
change  in  the  situation  along  the  line  of  the  Texas  and  Pacific  Railway  Com¬ 
pany  in  the  matter  of  either  joint  or  single  line  interstate  rates  where  the  charge 
for  the  longer  is  less  than  for  the  shorter  distance.  There  may  possibly  be 
some  abridgment  of  the  territory  in  which  these  conditions  existed  at  the  time 
of  the  former  correspondence  upon  this  subject.  The  matter  of  charging  more 
for  the  longer  than  for  the  lesser  haul  is  a  rule  of  rate  making  based  solely  and 
alone  upon  the  competitive  conditions  justifying  such  rate.  These  conditions 
may  be  competitive  with  water  route,  or  water  and  rail  route,  or  by  a  short¬ 
line  rail  mileage  fixing  the  rate. 

Yours,  truly,  E.  L.  Sargent, 

General  Freight  Agent. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Washington,  D.  C. 


474 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


UNION  PACIFIC  RAILWAY  COMPANY. 


Dear  Sir  :  Your  printed  circular  of  the  20th  ultimo,  in  regard  to  the  interstate  pas¬ 
senger  and  freight  rates  made  by  this  company,  either  alone  or  in  combination  with  other 
roads,  addressed  to  our  vice-president,  has  been  referred  to  me,  and  in  reply  I  have  to 
say,  first,  in  regard  to  passenger  rates  :  All  rates  published  by  ourselves,  either  with  or 
without  our  connections,  are  based  strictly  on  the  regulations  goverirtng  the  long  and 
short  haul  clause,  i.  e.,  no  greater  charge  is  made  for  a  shorter  than  for  a  longer  distance 
over  the  same  line  in  the  same  direction. 

Second,  in  regard  to  freight  rates  :  It  has  been  necessary,  on  account  of  competition, 
to  make  lower  rates  between  points  on  the  Missouri  River  and  points  east  thereof  on  the 
one  hand,  and  Pacific  coast  common  points  on  the  other  hand,  than  are  charged  be¬ 
tween  the  Missouri  River  and  points  east  of  the  Pacific  coast,  or  between  the  Pacific 
coast  and  points  west  of  the  Missouri  River.  This  competition  consists  mainly  of  the 
Canadian  Pacific  Railway  and  its  eastern,  western,  and  southern  connections,  as  well 
as  all  water  lines  doing  business  between  the  Pacific  coast  and  the  Atlantic  seaboard, 
New  Orleans,  Galveston,  and  other  southern  ports.  The  principal  water  competitor  we 
have  is  the  Pacific  Mail  Steamship  Company,  whose  steamers  ply  regularly  between  San 
Francisco  and  New  York  via  Panama,  and  whose  rates,  necessarily  low,  added  to  rail  rates 
from  the  Atlantic  seaboard,  as  well  as  from  southern  ports,  have  compelled  the  all-rail 
lines  to  place  their  figures  so  low  as  to  in  many  cases  pay  little  if  any  more  than  the 
actual  cost  of  transportation.  In  view  of  the  fact  that  the  application  of  Missouri 
River  competitive  tariffs,  as  the  maximum  of  rates  for  all  intermediate  traffic,  would 
seriously  cripple  if  it  did  not  bankrupt  the  Union  and  Central  Pacific  companies,  we  have 
not  so  applied  them.  P>elieving  the  circumstances  and  conditions  attaching  to  this  com¬ 
petitive  traffic  differed  so  radically  from  those  of  the  intermediate  local  business  as  to  war¬ 
rant  us  in  disregarding  the  long  and  short  haul  provision  of  the  interstate-commerce 
act,  we  have  continued  to  quote  lower  rates  to  and  from  the  Missouri  River  than  to  and 
from  intermediate  territory. 

The  present  west-bound  rates  from  common  points  on  the  Missouri  River,  viz,  Council 
Bluffs,  Omaha,  Saint  .Joseph.  Levenworth,  and  Kansas  City,  to  Pacific  coast  common 
points,  viz,  San  Francisco,  Sacramento,  Marysville,  Stockton,  Oakland,  San  Jose,  Los 
Angeles,  and  San  Diego,  Cal.,  also  Portland  and  Astoria,  Oregon,  are  as  follows  : 

Classes  (in  cents  per  hundred  pounds)  subject  to  Pacific  coast  west-bound  classification 

No.  2,  and  its  amendments — 


One  _ 210 

Two  _ 175 

Three  _ 140 

Four  _ . _  123 

Five  _ 105 

Six  _  98 

Seven  _  91 

Eight  _  84 

Nine  _  77 

Ten  _  70 

Eleven  _  70 

Twelve  _  70 

Thirteen  _  70 

Fourteen  _  08 


There  are  exceptions  to  these  rates,  viz.  coal  oil,  petroleum,  etc.,  carloads,  on  which 
the  rate  from  the  Missouri  River  is  60  cents  per  100  pounds,  and  on  white  lead  in  car¬ 
loads,  55  cents. 

The  rates  to  the  same  Pacific  coast  common  points  from  points  west  of  the  Missouri 
River  in  Kansas  and  Nebraska,  according  to  the  tariff  which  was  adopted  by  all  lines  on 
Pacific  coast  business  on  April  5,  1887,  viz,  Pacific  coast  east  and  west  bound  tariff  No. 
1,  are  as  follows  : 

Classes  (in  cents  per  hundred  pounds)  subject  to  western  classifications — 


One  _ 400 

Two  _ 350 

Three  _ 300 

Four  _ 250 

Five  _ 225 

A  _ 200 

B  _  165 

C  _ 130 

D  _ 110 

E  _  98 


These  rates  have  been  used  between  the  Missouri  River  and  Pacific  coast  common 
points  prior  to  the  date  of  the  fourth  section  of  the  law  by  the  Commission. 

In  the  territory  immediately  west  of  the  Missouri  River  the  application  of  the  direct 
tariff  of  April  5  would  make  higher  rates  than  the  competitive  tariff  between  termi¬ 
nals  and  the  local  rates  added,  and  we  therefore  notified  all  agents  that  rates  on  all 
classes  of  freight  from  points  west  of  the  Missouri  River  to  Pacific  coast  common  points 
should  not  be  greater  than  the  sura  of  the  local  rates  from  point  of  shipment  to  the  Mis¬ 
souri  River  and  tariff  rate  from  the  Missouri  River  to  destination,  and  should  in  no  case 
exceed  the  rates  named  in  Pacific  Coast  West-bound  Tariff  No.  1,  dated  April  5,  1887.  as 
specified  above.  The  same  rule  was  also  applied  on  shipments  from  the  Missouri  River  or 
points  east  thereof  destined  to  points  in  Nevada  and  points  in  California  east  of  Sacra¬ 
mento  ;  also,  to  points  on  the  line  of  the  Oregon  Railroad  and  Navigation,  and  points 
on  the  Oregon  Short  Line  as  far  east  as  Shoshone,  Idaho,  viz  :  that  the  through  rate 
should  not  be  more  than  the  sum  of  the  rates  via  Sacramento  or  via  Portland,  respec¬ 
tively,  and  should  in  no  case  exceed  the  rates  named  in  the  tariff  of  April  5,  1887. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


475 


On  east-bound  business  from  Pacific  coast  common  points  to  the  Missouri  River  the 
following  rates  are  used  : 

Classes  (in  cents  per  100  pounds)  : 


First  _ 280 

Second  _ 224 

Third  _ 175 

Fourth  _ 150 

Fifth  _ 140 

A  _ 123 

B  _ 105 

C  _  88 

D  _  70 


subject  to  Pacific  coast  east-bound  classification  No.  2,  There  are  exceptions  to  these 
rates  on  various  special  commodities,  all  of  which  now  in  effect  are  specified  in  list  pub¬ 
lished  by  the  company  under  date  of  November  3,  1887. 

The  rule  applying  to  and  from  interior  points  on  west-bound  business  also  obtains 
in  the  same  manner  on  east  bound — -the  rates  in  effect  April  5,  1887,  applying  in  both 
directions  being  the  maximum  in  either  case. 

In  addition  to  the  classified  tariff  of  April  5  there  is  in  effect  a  special  commodity  tariff 
published  on  the  same  date,  which  provides  the  following  rates  in  carloads  on  the  ar¬ 
ticles  named:  Beans,  canned  fruits,  pickled  fish,  canned  salmon,  honey  (strained),  $1.40; 
borax,  cocoa  oil,  whale  and  fish  oil,  and  vegetables,  $1.10  ;  barley,  65  cents  ;  hops,  any 
quantity,  $1.75 ;  oranges,  from  Los  Angeles,  $1.  There  are  also  the  maximum  rates 
to  intermediate  points.  Rates  between  Pacific  coast  common  points  and  Denver  are  in 
some  cases  higher  than  the  competitive  rates  to  and  from  the  Missouri  River,  Denver  rates 
being  : 


Classes  (in  cents  per  100  pounds)  : 

First  _ 

Second  _ 

Third  _ 


300 

265 

230 


Fourth  _ 195 

Fifth  _ 170 

A  _ 150 

B  _ 120 

C  _ 95 

D  _  85 

E  _  80 


subject  to  western  classification. 

In  addition  thereto  there  are  special  commodity  rates  in  effect  east  bound  on  the  fol¬ 
lowing  articles  in  carloads:  Beans,  canned  goods," pickled  fish,  sugar,  $1.30;  oranges  and 
vegetables,  $1  ;  wine,  $1.90 ;  lumber,  55  cents.  With  the  exceptions  named,  which 
apply  entirely  on  Pacific  coast  business,  all  other  tariffs  issued  by  this  company  either 
alone  or  in  connection  with  other  lines  are  strictly  in  compliance  with  the  fourth  section 
of  the  interstate-commerce  law. 

Yours,  truly,  Thos.  L.  Kimball. 

Assistant  to  Vice-President. 

Mr.  C.  C.  McCain, 

Auditor  Interstate  Commerce  Commission. 


UNION  PACIFIC  RAILROAD  COMPANY. 

Chicago,  November  1 7,  1905. 

My  Dear  Sir  :  Answer  to  your  letter  without  date,  requesting  information 
to  be  used  in  connection  with  the  investigation  of  your  committee  into  the  matter 
of  additional  legislation  to  regulate  interstate  commerce,  etc.,  has  been  delayed 
owing  to  my  almost  continuous  absence  from  home  since  September  1. 

With  respect  to  passenger  rates  on  the  Union  Pacific  Railroad,  mentioned  in 
the  first  paragraph  of  Mr.  Kimball’s  letter  written  in  18S7  to  Mr.  C.  C.  McCain, 
auditor  of  the  Interstate  Commerce  Commission,  the  answer  is  that  rates  for  the 
transportation  of  passengers,  as  published  then  by  the  Union  Pacific,  conformed 
fully  to  the  requirements  of  the  fourth  section  of  the  interstate-commerce  act, 
and  that  practice  remains  unchanged  at  this  date. 

With  respect  to  the  freight  rates,  it  may  be  said  that  the  general  conditions 
and  the  character  of  the  competition,  as  stated  in  Mr.  Kimball’s  letter,  still 
prevail. 


# 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Below  will  be  found  a  showing  of  the  class  rates  between  Missouri  River 
common  points  and  Pacific  coast  terminals,  in  effect  in  1887,  and  the  successive 
changes  in  those  rates  to  date : 

Exhibit  “A-l.” — West  bound,  Missouri  River  common  points  to  Pacific  coast 

terminals. 

[In  cents  per  hundred  pounds.] 


East  and  west  bound  Pacific  coast  tariff  No.  1,  effective  April  5,  1887,  subject  to  western 
classification  No.  1  : 


1  . 400 

2  . 350 

3  .  300 

4  . 250 

5  . 225 

A . . 210 

B .  175 

C....'. .  140 

D . 110 

E . 100 


Pacific  coast  west-bound  tariff  No.  2,  effective  May  9,  1887,  subject  to  Pacific  coast  west¬ 
bound  classification  revised  to  May  9,  1887  : 


1 . 

2 _ 

3  . 

4  . 

5  . 

6  . 

7  _ 

8  . . 

9  . 

10  to  13 

14 . . 


210 

175 

140 

123 

105 

98 

91 

84 

77 

70 

68 


Pacific  coast  west-bound  tariff  No.  3,  effective  June  16,  and  Pacific  coast  west-bound 
tariff  No.  4,  effective  July  18,  1887,  subject  to  Pacific  coast  classification  west-bound 
No.  2,  revised  to  May  9,  1887  :  (Republish  the  rates  of  tariff  No.  2  above  described.) 
Paciff  coast  west-bound  tariff  No.  5,  effective  January  16,  1888,  subject  to  Pacific  coast 
classification  west  bound  No.  2,  revised  to  May  9,  1887  : 


1 . .  . . . . . . 280 

2 . . . . . . 220 

3  . . . . . . . , .  175 

4  .  155 

5..„ . 125 

6  . u .  115 

7  . 100 

8  . 95 

9  . 85 

10  to  13 . . .  80 

14 . 80 


Pacific  coast  west-bound  tariff  No.  6,  effective  March  6,  1888,  subject  to  Transcontinental 
Association  classification  No.  3,  effective  March  6,  1888  : 


1 . . . 280 

2 . . .  220 

3  . 175 

4  . 155 

5  . 125 

6  . 115 

7  .  100 

8  . 96 

9.... .  85 

10 .  80 


‘Transcontinental  Freight  Bureau  tariff  No.  10,  effective  September  1,  1888,  subject  to 
western  classification  No.  4  : 


1  . : . 350 

2  .  300 

3  . 250 

4  . 200 

5  . 175 

A .  175 

B .  155 

G .  125 

D .  110 

E . 100 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


477 


Transcontinental  Freight  Bureau  west-hound  tariff  T-l,  effective  April  11,  1893,  subject 
to  western  classification  No.  15  : 


1 . 
2  . 
3*. 

4  . 

5  . 
A 
B 
C. 
D 
E 


300 

260 

220 

180 

160 

160 

140 

110 

95 

85 


Transcontinental  Freight  Bureau  west-hound  tariff  T-3,  effective  July  16,  1894,  subject 
to  western  classification  No.  18  : 


1  . 
2  . 

3  . 

4 

5  . 
A 
B 
C 
D 
E. 


240 

215 

200 

170 

160 

160 

110 

100 

95 

85 


Transcontinental  Freight  Bureau  west-hound  tariff  No.  1-C,  effective  June  25,  1898,  sub¬ 
ject  to  western  classification  No.  26  : 


1  .  300 

2  . . .  260 

3  . .  220 

4  . 190 

5  . 160 

A . . 160 

B  . . 125 

C . 100 

D . 95 

E .  85 


Transcontinental  Freight  Bureau  tariff  1-G,  effective  January  18,  1904,  subject  to  western 
classification  No.  35  : 


•1  . 
2  . 

3 

4  . 

5  . 
A 
B 
C 
D 
E 


300 

260 

220 

190 

165 

160 

125 

100 

100 

95 


Exhibit  “A-2.” — East  bound,  Pacific  coast  terminals  to  Missouri  River  common 

points. 


[In  cents  per  hundred  pounds.] 


East-bound  and  west-hound  Pacific  coast  tariff  No.  1,  effective  April  5,  1887,  subject  to 
western  classification  No.  1 : 


1  . 400 

2  . 350 

3  . 300 

4  . 250 

5  . 225 

A . 210 

B . 175 

C— . . 140 

D . . . 110 

E .  100 


Pacific  coast  east-bound  tariff  No.  5,  effective  October  10,  1887,  subject  to  Pacific  coast 
classification  east-bound,  revised  to  May  25,  1887  : 


1 

2 

3 

4 

5 

6 

7 

8 
9 


280 

224 

175 

150 

140 

123 

105 

88 

70 


478 


DIGEST  OF  HEARINGS  OK  RAILWAY  RATES. 


Pacific  coast  east-bound  tariff  No.  6,  effective  January  16,  1888,  subject  to  Pacific  coast 
east-bound  classification,  revised  to  May  25,  1887  : 


1  . :*X) 

2  . ^ . 240 

3  - . 190 

4  .  165 

5  . 155 

6  .  140 

7  . 125 

8  .  110 

9 .  100 


Transcontinental  Association  east-bound  tariff  No.  7,  effective  March  10,  1888,  subject  to 
Transcontinental  east-bound  classification  No.  3,  effective  March  10,  1888  : 


1 

2 

3 

4 

5 

6 

7 

8 
9 


300 

240 

190 

165 

155 

140 

125 

110 

100 


Transcontinental  Freight  Bureau  east-bound  tariff  No.  10,  effective  September  1,  1888r 
subject  to  western  classification  No.  4  : 


1  . 350 

2  . 300 

3  . 250 

4  . 200 

5  .  175 

A . . . 175 

B . 155 

C. . . . 125 

D . 110 

E . . .  100 


Transcontinental  east-bound  tariff  T-2-,  effective  April  11,  1893,  subject  to  western  clas¬ 
sification  No.  15  : 


300 

260 

220 

180 

160 

160 

140 

110 

95 

85 


Transcontinental  Freight  Bureau  east-bound  tariff  No.  3-E,  effective  October  12,  1903, 
subject  to  western  classification  No.  39  : 


1  . 300 

2  . . .  260 

3  .  220 

4  .  180 

5  . 160 

A .  160 

B. . 140 

C . 110 

D . 95 

E . . . 85 


Exhibit  “  B-l.” — West  bound ,  Missouri  River  common  points  to  Pacific  coast 
terminals,  applicable  as  maximum  rates  to  and  from  intermediate  territory. 


East-bound  and  west-bound  Pacific  coast  tariff  No.  1,  effective  April  5,  1887,  subject  to 
western  classification  No.  1  : 


1  .  400 

2  . 350 

3  . 300 

4  . 250 

5  . 225 

A .  210 

B. .  175 

C .  140 

D .  110 

E . , .  100 


Transcontinental  Association  tariff  No.  10,  effective  September  1,  1888,  subject  to  western 
classification  No.  4  : 


1  . 350 

2  . 300 

3  .  250 

4  . 200 

5  .  175 

A .  175 

B .  156 

C .  125 

D .  110 

E .  100 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


479 


Transcontinental  Freight  Bureau  tariff  No.  1-G,  effective  January  18,  1904,  subject  to 
western  classification  No.  39  : 


1  . 350 

2  .  300 

3  . .. .  250 

4  . 200 

5  . . . . . . . . . . .  175 

A . . . .  175 

B . . . .  155 

D . _ . . . . . . . .  125 

C . J . . . . .  110 

E . 100 


Exhibit  “  B-2.” — East  bound  Pacific  coats  terminals  to  Missouri  River  common 
points,  applicable  as  maximum  rates  to  and  from  intermediate  territory. 


East-bound  and  west-bound  Pacific  coast  tariff  No.  1,  effective  April  5,  1887,  subject  to 
western  classification  No.  1  : 


1  . 400 

2  . . . . . . . . . .  350 

3  . 300 

4  . 250 

5  . . . . . -  225 

A . 210 

B . . . _ . . . . . . .  175 

C. . - . - . . . .  140 

D . 110 

E . . _ . . .  100 


Transcontinental  Association  tariff  No.  10,  effective  September  1,  1888,  subject  to  western 
classification  No.  4  : 


1  . . . . . . . . . .  350 

2  . . . . . . . . . . . 300 

3  . ...^ . . . „ . 250 

4  . 200 

5  . 175 

A . . . . . . . . . . .  175 

B. . . . . . . . . . . . .  155 

C . 125 

D . . . . . . . . . . . . . .  110 

E. . 100 


Transcontinental  Freight  Bureau  east-bound  tariff  No.  3-E,  effective  October  12,  1903, 
subject  to  western  classification  No.  39  : 


1  . 350 

2  . 300 

3  . 250 

4  . 200 

5  . . . . . . . . . . . . . . . .  175 

A . . . 175 

B . 155 

C. . # . . . . 125 

D . 110 

E . . 100 


The  difference  in  the  application  of  the  rates  shown  under  head  of  Exhibits 
“A-l  ”  and  “A-2  ”  and  those  exhibited  under  Exhibits  “  B-l  ”  and  “  B-2,” 
respectively,  is  this :  That  “A-l  ”  and  “A-2  ”  apply  only  to  and  from,  respec¬ 
tively,  the  Pacific  coast  terminals,  while  the  rates  published  in  “  B-l  ”  and 
“  B-2,”  respectively,  apply  as  maxima  to  all  intermediate  points. 

There  is  a  substantial  difference  in  the  circumstances  and  conditions  govern¬ 
ing  the  movement  of  traffic  to  or  from  the  Pacific  coast  terminals  and  those 
which  govern  the  movement  of  similar  traffic  to  or  from  intermediate  or  inland 
points,  chief  of  which  is  the  controlling  influence  of  carriers  following  the 
sea  route,  which  are  not  subject  to  or  in  anywise  governed  or  restrained  by 
the  interstate-commerce  law. 

The  $4  scale  of  rates  to  and  from  points  west  of  the  Missouri  River  on  the 
east  and  the  Pacific  coast  terminal  points  on  the  west,  shown  by  Pacific  coast 
east  and  west-bound  tariff  No.  1,  of  April  5,  1887,  mentioned  by  Mr.  Kimball 
(see  Exhibits  “B-l”  and  “B-2”),  has  been  reduced,  as  shown,  to  a  scale  of 
$3.50  for  first  class. 

If  the  rate  from  a  given  point  to  a  terminal  point,  found  in  the  schedules 
shown  under  head  of  Exhibit  “A-l,”  when  added  to  the  local  rate  from  said 
terminal  point  to  the  point  of  final  destination  re  less  than  the  rate  direct  to 
said  point  of  final  destination  (see  Exhibit  “B-l”),  then  the  sum  of  the 
terminal  rate  (see'Exhibit  “A-l  ”)  and  the  local  rate  back  is  used. 

The  list  of  class  rates  on  pages  2,  3,  and  4,  respectively,  show  the  tariff 
numbers  and  the  dates  when  changes  were  made.  Our  files  contain  but  one 


480 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


copy  of  each  tariff,  therefore  tariffs  exhibiting  each  table  of  rates  can  not 
be  supplied.  The  references  will  enable  identification  of  each  tariff  in  the 
files  of  the  Interstate  Commerce  Commission. 

The  facts  invite  the  following  statement :  It  will  be  observed  that  terminal 
class  rates,  that  is  to  say,  class  rates  applying  only  to  and.  from  terminals, 
were  higher  in  September,  1005,  than  they  were  when  Mr.  Kimball’s  letter 
was  written.  The  explanation  is  that  in  1886,  and  continuing  into  18S7,  there 
was  a  severe  war  of  freight  rates,  which  was  well-nigh  disastrous  to  com¬ 
mercial  interests.  In  the  latter  part  of  1887  the  carriers  began  trying  to  get 
back  to  reasonable  rates.  This  could  not  be  done  at  one  jump  without  injury 
to  commercial  interests.  It  had  to  be  done  by  successive  steps,  as  the  tariffs 
will  illustrate.  The  rates  in  effect  previous  to  the  war  have  not  been  equaled 
since. 

At  the  time  Mr.  Kimball’s  letter  was  written  almost  the  entire  tonnage  moved 
under  class  rates.  With  the  advance  of  these  class  rates  on  September  1. 
1888,  a  large  list  of  commodity  rates  was  adopted,  and  since  that  time  by  far 
the  larger  part  of  the  traffic  has  moved  under  commodity  rates.  A  comparison 
of  the  commodity  rates,  published  in  Trans-Continental  Association  tariff  No.  8, 
authorized  by  Trans-Continental  Association  circular  No.  11,  with  the  rates 
in  force  to-day  (see  Trans-Continental  Freight  Bureau  west-bound  tariff  No. 
1-G,  I.  C.  C.  No.  v 375,  effective  January  18,  1904)  will  show  a  material  reduc¬ 
tion.  For  many  commodities  the  reduction  shown  will  be  as  great  as  that 
illustrated  by  the  following  comparison  of  east-bound  commodity  rates  from 
California  to  Missouri  River  and  from  California  to  Colorado  common  points, 
respectively.  No  comparison  of  the  rates  of  1887  with  the  rates  in  force  in 
1905  will  show  the  cost  of  carriage  to  the  shipper  without  taking  account  of 
the  change  in  classification.  In  1887  the  rates  to  and  from  the  Pacific  coast 
were  governed  by  special  classifications,  covering  articles  not  exceeding  2,000 
in  number ;  since  that  time  the  “  western  ”  *  classification  has  been  adopted 
for  all  tariffs,  which  contains  something  over  8,500  enumerations  of  articles. 
No  comparison  of  commodity  rates  which  would  approximate  the  facts  would 
be  possible  without  comparing  the  classifications,  and  that  would  be  an  enormous 
undertaking. 

East  bound  from  California  to  Missouri  River. 


Per  100 
pounds. 

Beans,  carloads,  November  1887 _ $1.  40 

Present  rate _  .  75 

Canned  goods,  including  canned  salmon,  November,  1887 _  1.  40 

Present  rate _ _ _  .  75 

Borax,  carloads,  November,  1887 _  1.  10 

Present  rate _  .75 

Barley,  carloads,  November,  1887 - *. _  1.  75 

Present  rate _  .  75 

Cocoa  oil,  carloads,  November,  1887 _  1.  10 

Present  rate _ _ _  .  50 

l 


East  bound  from  California  to  Colorado  common  points. 


Per  100 
pounds. 

Beans,  carloads,  November,  1887 - $1.  30 

Present  rate _  .  75 

Canned  goods,  carloads,  November,  1887 _  1.  30 

Present  rate _  .  75 

Pickled  fish,  carloads,  November,  1887 _  1.  30 

Present  rate _  .  75 

Vegetables,  carloads,  November,  1887 -  1.  90 

Wine,  carloads,  November,  1887 _  1.  90 

Present  rate _  .  75 

Lumber,  carloads,  November,  1887 _  .  55 

Present  rate _  .  40 

Sugar,  carloads,  November,  1887 _  1.  30 

Present  rate _  .  60 


The  figures  and  explanations  on  the  foregoing  pages  apply  only  to  rates  be¬ 
tween  the  Missouri  River  and  California  terminals  in  each  direction. 

The  rates  to  and  from  North  Pacific  coast  points  have  been  treated  by  letter  of 
Mr.  R.  B.  Miller,  general  freight  agent  Oregon  Railroad  and  Navigation  Com¬ 
pany,  to  you.  under  date  of  October  20,  1905,  a  copy  of  which  is  attached  hereto 
for  ready  reference. 

Answering  the  inquiry  respecting  cases  where  a  greater  charge  is  made  for  an 
intermediate  than  for  a  longer  haul  over  the  same  line  and  in  the  same  direction, 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


481 


the  only  important  instance  wherein  the  Union  Pacific  Railroad  is  concerned  as 
part  of  a  through  line  composed  of  several  carriers  is  in  the  case  of  rates  to 
Montana,  which  are  for  the  most  part  confined  in  their  application  to  what  are 
known  as  Montana  common  points,  being  points  on  the  Oregon  Short  Line 
Railroad  from  Dillon  to  Anaconda  and  Butte,  inclusive.  The  Union  Pacific 
maintains  a  somewhat  higher  basis  to  intermediate  points  on  the  main  line 
south  of  Dillon.  This  adjustment  is  made  necessary  by  the  following  conditions: 

Montana  common-point  territory  is  competitive  with  lines  via  St.  Paul. 

The  Chicago-St.  Paul  rates  are  lower  than  the  Chicago-Missouri  river  rates. 

Montana  common-point  rates  are  made  on  the  combination  of  local  rates  via 
St.  Paul  (a  much  shorter  route  than  the  one  via  Omaha),  thus  making  a  scale 
of  rates  to  this  territory  which  lines  operating  via  Missouri  River  crossings  are 
obliged  to  meet.  The  territory  south  of  Dillon,  Mont.,  not  being  subject  to  the 
same  competition,  is  served  by  rates  which  are  reasonable  alike  to  the  public  and 
the  carrier. 

Below  will  be  found  a  comparative  statement  of  rates  and  distances  from  Chi¬ 
cago  to  Butte,  Mont.,  via  St.  Paul,  Omaha,  and  Kansas  City,  respectively,  which 
will  illustrate  the  distance  feature  of  the  competition  mentioned  above. 


[Rates  in  £ents  per  100  pounds.] 


Chicago  to  St.  Paul  ( Chicago, 
Milwaukee  and  St .  Paul ) . . . 
St.  Paul  to  Butte  (Northern 
Pacific)  . . 

Chicago  to  Butte  . . . 

Chicago  to  Missouri  River... 

j 

Chicago  to  Omaha  (Chicago 

and  Northwestern)  . . 

Omaha  to  Granger  (Union 

Pacific) . . . . 

Granger  to  Butte  (Oregon 
Short  Line)... . 


Chicago  to  Omaha  (Chicago 

and  Northwestern)  . . 

Omaha  to  Denver  (Union 

Pacific) . 

Denver  to  Salt  Lake  City 
(  Denver  and  Rio  Grande) . . 
Salt  Lake  City  to  Butte 
(Oregon  Short  Line) . 


Chicago  to  Kansas  City 

(Chicago  and  Alton) . 

Kansas  City  to  Granger 

(Union  Pacific) . 

Granger  to  Butte  (Oregon 
Short  Line).. . 


Dis¬ 

tance. 

1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

Miles. 

410 

0.60 

0.50 

0.40 

0.25 

0.20 

0.25 

0.20 

0. 17 

0. 14 

0.13 

1,127 

2.50 

2.15 

1.75 

1.50 

1.25 

1.15 

1.00 

.90 

.75 

.65 

.1,537 

3.10 

2.65 

2. 15 

1.75 

1.45 

1.40 

1.20 

1.07 

.89 

.78 

489 

.80 

.  65 

.45 

.32 

.27 

.32 

.27 

.22 

.m 

.16 

489 

854 

•3.10 

2.65 

2. 15 

1.75 

1.45 

1.40 

1.20 

1.07 

.89 

.78 

477 

1,820 

489 

572 

•3. 10 

2.65 

2.15 

1.75 

1.45 

1.40 

1.20 

1.07 

.89 

.78 

779 

397 

2,237 

488 

1,084 

-3.10 

' 

2.65 

2. 15 

1.75 

1. 45 

1.40 

1.20 

1.07 

.89 

.78 

477 

2,049 

If  I  can  be  of  any  further  service  to  you  in  this  matter,  please  command  me. 
Yours,  truly, 

J.  F.  Stubbs,  Traffic  Director. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

Washington,  D.  C. 


WABASH  RAILWAY. 

Dear  Sir  :  In  reply  to  your  circular  letter  of  November  23,  to  your  question,  “Are 
there  any  points  upon  the  railroad  of  your  company,  or  upon  any  railroad  operated  by 
your  company,  under  lease  or  otherwise,  to  or  from  where  interstate  rates  for  passengers 
or  freight  are  made  by  your  road  alone,  or  in  combination  with  other  roads,  which  are 

S.  Doc.  244,  59-1 - 31 


482 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


greater  than  the  rates  to  or  from  more  distant  points  in  the  same  direction  over  the  same 
line?’*  I  answer  no,  with  this  qualification:  In  making  up  eastern  or  seaboard  freight 
rates  Chicago  is  taken  as  a  basis  and  placed  at  100  ;  surrounding  towns  are  based  upon 
differential  mileage,  using  Chicago  as  a  basis;  Peoria  takes  110  per  cent;  Jacksonville, 
120;  Springfield,  116.  After  our  tariffs  w'ere  formulated  and  in  effect  we  were  enabled 
to  do  no  business  from  Peoria  without  reducing  a  large  number  of  our  116  and  120  per 
cent  points.  After  the  decision  of  the  Interstate  Commerce  Commission  in  the  Louis¬ 
ville  and  Nashville  case  I  decided  that  we  had  the  right  to  go  into  Peoria  and  take  the 
business  at  the  rates  as  established  on  a  mileage  basis  and  put  into  effect  there  by  our 
competitors,  and  pass  it  through  the  Springfield  or  Jacksonville  (116  or  120  per  cent 
points)  without  reducing  the  rates  from  Springfield  and  Jacksonville  proper  and  points 
grouped  with  those  cities  on  the  same  rates.  This  was  done  and  is  being  done — that  is, 
freights  from  Peoria  to  the  seaboard,  in  connection  with  the  Jacksonville  and  Southeast¬ 
ern  road,  this  road,  and  other  roads,  are  taken  to  the  seaboard  at  110  per  cent  of  the 
Peoria  rate,  some  of  it  passing  through  the  Jacksonville  district,  from  which  district  120 
per  cent  of  the  Chicago  rate  is  charged,  other  parts  of  it  passing  through  the  Spring- 
field  district,  from  which  116  per  cent  of  the  Chicago  rate  is  charged  for  like  freight  to 
the  seaboard. 

I  have  done  this  believing  it  to  be  no  violation  of  the  law,  but,  on  the  contrary,  in 
conformity  to  its  spirit  and  the  purpose  for  which  it  was  enacted,  this  being  exactly  the 
same  case  in  principle  as  is  cited  by  the  Commission  in  their  decision  of  the  Louisville 
and  Nashville  case# 

Had  I  declined  to  have  done  this,  this  road  would  have  been  wholly  prevented  from 
carrying  any  freight  out  of  Peoria  without  reducing  the  .rates  from  Jacksonville  and 
Springfield  and  points  eastward,  which,  owing  to  the  low  rate  already  established  at  those 
points,  could  not  be  done.  9 

Very  respectfully,  yours,  John  McNulta, 

Recei  ver. 

C.  C.  McCain,  Esq., 

Auditor  of  the  Interstate  Commerce  Commission,  Washington,  D.  C. 


THE  WABASH  RAILROAD  COMPANY. 

St.  Louis,  September  19,  1905. 

Dear  Sir:  Your  letter  of  September  12.  The  records  of  the  Wabash  general 
freight  office  were  destroyed  by  fire  entirely  oil  October  27,  1897.  I  am  there¬ 
fore  unable  to  produce#  reference,  and  can  only  state  from  memory.  I  remem¬ 
ber  the  letter  signed  by  John  McNulta,  copy  of  which  you  inclose,  and  would  say 
that  the  conditions  of  that  letter  are  still  in  effect  and  have  been  continuously 
from  the  date  the  letter  was  written,  and  no  challenge  or  protest  against  our 
action  has  been  received  in  the  interim. 

Very  respectfully,  yours,  S.  B.  Knight, 

General  Freight  Agent. 

The  Hon.  T.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce. 

Senate  of  the  United  States,  Washington,  D.  C. 


WHEELING  AND  LAKE  ERIE  RAILWAY  COMPANY. 

Dear  Sir  :  Your  circular  of  October  20,  asking  if  this  company  make  rates  which  are 
greater  than  rates  from  more  distant  points  in  same  direction  over  same  line. 

The  inclosed  map  shows  the  line  of  our  railroad,  and  the  coloring  and  figures  indicate 
the  basis  upon  which  rates  are  computed  to  eastern  cities.  You  will  observe  that  points 
from  Wellington  east  are  less  than  points  west. 

Bellevue  is  our  junction  with  the  New  York,  Chicago  and  Saint  Louis  Railroad,  and 
takes  78  per  cent  of  the  Chicago  to  New  York  rate.  Now,  we  accept  business  from  our 
stations  in  the  76  and  71  per  cent  territory  and  send  via  Bellevue  (which  point  takes  78 
per  cent  basis)  going  to  eastern  cities. 

We  also  accept  business  from  our  71  and  74  per  cent  territory  and  send  via  Wellington 
(which  point  takes  76  per  cent  basis)  to  eastern  cities. 

We  understand  this  to  be  within  the  meaning  and  intent  of  the  interstate  law. 

To  illustrate:  The  rate  on  grain  from  our  78  per  cent  points  to  New  York  is  105  cents 
per  cwt.  ;  from  our  71  per  cent  points,  18  cents,  and  the  points  which  take  19  and  18 
cents  to  New  York  are  sending  property  via  Bellevue,  which  takes  195  cents  per  cwt. 

We  have  two  fast  freight  lines  working  business  from  our  stations,  one  via  Bellevue  and 
New  York,  Chicago  and  Saint  Louis  Railroad,  and  one  via  Creston  and  the  New  York, 
Pennsylvania  and  Ohio,  and  New  York,  Lake  Erie  and  Western  railroads,  Bellevue 
taking  78  per  cent  basis  and  Creston  71  per  cent  basis.  We  permit  the  fast  freight  lines 
to  work  upon  precisely  equal  terms  and  rates  from  the  originating  points.  The  tariff 
rates  published  and  in  your  possession  hold  good  for  either  line. 

You  will  observe  that  the  line  working  via  the  78  per  cent  point  would  be  shut  out 
of  more  than  one-half  our  road,  while  the  line  working  via  the  71  per  cent  could  retain 
the  entire  road,  should  the  restriction  be  enforced  that  the  property  must  not  pass  through 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


483 


( 

any  point  which  takes  a  higher  basis  than  the  originating  point.  In  other  words,  it 
would  work  to  the  disadvantage  of  the  shippers  from  our  76,  74,  and  71  per  cent  points, 
because  it  would  restrict  their  facilities  for  doing  business  and  deprive  them  of  the  needed 
deliveries  of  the  eastern  cities. 

You  will  please  understand  that  the  basis  used  for  computing  rates  from  our  junction 
points  were  established  by  the  older  roads  and  before  our  road  was  built,  and  hence  we 
had  no  voice  in  making  them. 

The  74  per  cent  territory  was  controlled  by  the  Pittsburgh,  Cincinnati  and  Saint  Louis 
Railroad  before  our  road  was  built,  and  hence  we  adopted  the  basis  we  found  in  force. 

Such  points  of  information  as  I  thought  would  interest  you  I  have  given.  If  after 
reading  my  statement  you  find  it  desirable  to  have  further  information,  I  shall  be  glad 
to  furnish  what  I  can. 

Yours,  etc.,  A.  G.  Blair. 

C.  C.  McCain,  Esq., 

Auditor,  Washington,  D.  C. 


THE  WHEELING  AND  LAKE  ERIE  RAILROAD  COMPANY. 

Cleveland,  Ohio,  October  4,  1905. 

Dear  Sir  :  Your  letter  of  September  8,  with  reference  to  letter  of  A.  G. 
Blair,  former  general  freight  agent  of  this  company.  Conditions  have  materi¬ 
ally  changed  since  Mr.  Blair’s  letter  was  written. 

First.  The  Wheeling  and  Lake  Erie  Railroad  has  since  extended  from  Bowers- 
ton  to  the  Ohio  River,  all  taking  71  per  cent  of  the  Chicago  to  New  York 
rates,  and  a  line  built  from  Steubenville  to  a  point  opposite  Wheeling,  W.  Va., 
all  points  on  same  being  on  60  per  cent  basis,  this  being  completed  in  1890. 
It  has  acquired  a  line  from  Cleveland  to  Zanesville  and  Canton  to  Sherrods- 
ville,  all  71  per  cent  territory  except  Zanesville  and  one  or  two  adjacent  sta¬ 
tions  being  74  per  cent  points.  This  passed  into  the  hands  of  the  Wheeling  and 
Lake  Erie  about  May  1,  1900. 

Thus  the  Wheeling  and  Lake  Erie  is  able  to  find  an  outlet  for  all  the  ter¬ 
ritory  except  tlie  line  from  Steubenville  to  Wheeling,  W.  Va.  This  business 
has  to  pass  through  71  per  cent  territory  if  this  company  handles  it,  and  to  not 
take  it  would  deprive  this  company  of  all  participation  in  the  business  as  well  as 
the  shippers  of  any  benefits  from  competition.  •  \ 

As  to  specific  instances  of  like  action  on  the  part  of  other  railroads,  the 
Pittsburg  and  Lake  Erie  take  business  out  of  Pittsburg,  a  60  per  cent  point, 
and  deliver  to  the  Erie  and  Lake  Shore  at  Youngstown,  a  66^  per  cent  point, 
and  all  lines  take  business  from  New  York  and  other  eastern  cities  for  Pitts¬ 
burg,  Wheeling,  and  Steubenville,  all  60  per  cent  points,  over  the  Pittsburg  and 
Lake  Erie,  Wheeling  and  Lake  Erie,  and  other  lines,  and  all  pass  through  66£ 
per  cent  and  71  per  cent  territory.  * 

There  has  also  been  a  marked  change  in  the  matter  of  rates,  nearly  all  down¬ 
ward  forced  by  natural  conditions  that  can  not  be  avoided.  The  change  having 
been  gradual,  can  give  no  fixed  date. 

While  at  the  time  of  Mr.  Blair’s  writing  the  rate  on  grain  to  New  York  ranged 
from  19?  cents  to  18  cents  per  100  pounds,  it  is  now  13£  to  12£,  and  when  for 
export  11£  to  1<H,  and  a  multitude  of  grain  products  have  been  added  to  the 
list  taking  grain  rates  which  show  a  much  larger  reduction  than  has  been  that 
on  grain  proper,  and  many  articles  then  carried  at  class  rates  governed  by 
Official  Classification  are  now  taken  at  commodity  rates  lower  than  the  class 
rates. 

Have  used  New  York  as  an  example.  The  same  relative  reductions  having 
been  made  clear  to  other  points  and  because  we  had  no  other  business  than  that 
to  eastern  territory,  where  the  long  and  short  haul  can  enter. 

Any  further  information  desired  will  be  cheerfully  given.  Inclose  you 
copies  of  tariffs.  It  should  be  borne  in  mind  that  many  of  the  commodities  are 
produced  in  only  one  or  two  places,  and  therefore  there  can  be  no  conflict,  so  far 
as  intermediate  stations  not  producing  like  commodities  are  concerned.  Billets 
and  pig  iron  are  not  produced  on  line  of  Wheeling  and  Lake  Erie  at  any  point 
between  Ohio  River  and  Cleveland.  Brick  only  at  Canton,  Zanesville,  and  Car¬ 
rollton.  Glass  bottles  only  at  Massillon,  and-  agricultural  implements  only  at 
Massillon  and  Canton. 

Very  respectfully,  H.  J.  Booth, 

General  Freight  Agent. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce, 

Washington,  D.  C. 


484 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Responses  indicating  the  changes  in  condition  since  1887  have  not  been 
received  from  those  now  in  charge  of  the  properties  formerly  operated  by  the 
following:  Batesville  and  Brinkley  Railroad  Company;  Benton  Transportation 
Company — Missouri  River  steamers ;  Chicago  and  West  Michigan  Railway ; 
Evansville  and  Terre  Haute  Railroad  and  Peoria,  Decatur  and  Evansville 
Railway ;  Flint  and  Pere  Marquette  Railroad ;  Inland  and  Seaboard  Coasting 
Company;  Jacksonville  Southeastern  Line;  Louisville,  New  Albany  and  Chicago 
Railway  Company;  Louisville,  New  Orleans  and  Texas  Railway  Company; 
Memphis  and  Little  Rock  Railroad  Company ;' Mississippi  and  Tennessee  Rail¬ 
road  Company;  Natchez,  Jackson  and  Columbus  Railroad;  Newport  News  and 
Mississippi  Valley  Company,  Western  Division ;  Pontiac,  Oxford  and  Port 
Austin  Railroad  Company ;  Queen  and  Crescent  Route ;  Virginia  and  Truckee 
Railroad  Company — Carson  and  Colorado  Railroad  Company ;  Wabash,  Chester 
and  Western  Railroad ;  and  Wisconsin  Central  Associated  Lines. 


REGULATION  OF  RAILWAY  RATES. 


DIGEST  OF  THE  HEADINGS 
BEFORE  THE  COMMITTEE  ON  INTERSTATE  COMMERCE, 
SENATE  OF  THE  UNITED  STATES, 

HELD  FROM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE, 

• 

TOGETHER  WITH  CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE. 

DATED  JULY  3,  1905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  UNITED  STATES  INTERSTATE  COMMERCE  COMMISSION, 

AND 

H.  T.  NEWCOMB. 


APPENDIX  IX. 

FREIGHT  RATES  BY  WATER  ROUTES. 

DECEMBER  19,  1905. 


485 


APPENDIX  IV. 

♦ 


FREIGHT  RATES  BY  WATER  ROUTES. 


INDEX  TO  TABLES  OF  FREIGHT  RATES. 


l'age. 


Table  No.  1. — Average  through  freight  rates  on  provisions  from  Chicago,  Ill., 
to  European  ports  on  shipments  routed  all  rail  to  seaboard 

and  thence  by  steamer,  years  1884  to  1904,  inclusive .  491 

Table  No.  2. — Average  through  freight  rates  on  grain  and  sack  flour  from 
Chicago  to  European  ports,  routed  all  rail  to  seaboard  and 

thence  by  steamer,  years  1884  to  1904,  inclusive .  492 

Table  No.  3. — Average  through  freight  rates  on  wheat  from  Chicago,  Ill.,  to 
New  York,  and  from  Chicago  to  Liverpool  when  routed  via 
lake  and  canal,  lake  and  rail,  and  all  rail  to  the  seaboard, 

thence  via  ocean  steamer,  years  1874  to  1904,  inclusive .  493 

Table  No.  4. — Average  yearly  ocean  freight  rates  on  various  commodities  from 
New  York  to  London  and  Liverpool,  years  1884  to  1903,  in¬ 
clusive . • .  494 

Table  No.  5. — Average  yearly  ocean  freight  rates  on  wheat  from  Boston,  New 

York,  Philadelphia,  and  Baltimore  to  Liverpool,  years  1884 

to  1903,  inclusive .  494 

Table  No.  6. — Ocean  rates  from  New  York  to  Liverpool,  Antwerp,  and  Glas¬ 
gow  on  various  commodities  as  quoted  by  steamship  lines 

about  September  20  of  each  year,  1895  to  1905,  inclusive _  495 

Table  No.  7. — Ocean  freight  rates  from  Montreal  to  European  ports  on  various 
commodities  as  quoted  at  Montreal  on  May  1  and  September  1 

of  each  year,  1889  to  1905,  inclusive .  496 

Table  No.  8. — Ocean  rates  from  New  Orleans  to  various  foreign  ports  on  dif¬ 
ferent  commodities  as  quoted  for  shipment  about  July  20  of 
the  years  1903,  1904,  and  1905 . . .  497 


Table  No.  9. — Averages  rates  on  wheat  from  St.  Louis  to  New  Orleans,  routed 
via  Mississippi  River,  and  from  St.  Louis  via  Mississippi 
River  to  New  Orleans,  and  thence  by  steamer  to  Liverpool; 
also  through  rates  via  rail  routes  from  St.  Louis  to  New  York, 
and  thence  via  ocean  to  Liverpool,  for  the  years  1884  to  1904, 

inclusive .  498 

Table  No.  10. —Through  export  rates  on  flour  from  Minneapolis,  Minn.,  to 

various  foreign  ports,  covering  shipments  routed  via  lake- 
and-rail  routes  to  seaboard  and  thence  via  ocean,  as  cur¬ 
rently  quoted  at  Minneapolis  about  September  1  of  the 

years  1896  to  1905,  inclusive .  498 

Table  No.  11. — Through  export  rates  on  flour  from  Minneapolis,  Minn.,  to 

various  foreign  ports  for  shipments  routed  via  rail-lake-and- 
rail  routes  to  Atlantic  seaboard  and  thence  via  ocean,  reported 
as  obtainable  on  various  dates  during  June,  July,  August, 

and  September,  1905  . 499 

Table  No.  12. — Ocean  freight  rates  on  Hour  from  Atlantic  seaboard  cities  to 

various  foreign  ports,  currently  quoted  at  Minneapolis,  Minn. , 

about  September  1  of  the  years  1892  to  1905,  inclusive .  500 

Table  No.  13. — Ocean  rates  on  flour  from  Atlantic  seaboard  cities  to  various 

foreign  points,  currently  quoted  at  Minneapolis  on  various 


dates  during  August  and  September,  1905 .  502 

Table  No.  14. — Through  export  rates  from  points  in  the  United  States  to  for¬ 
eign  ports  on  various  commodities,  effective  in  the  month  of 
October,  1903  and  1904,  and  August,  1905  .  503 


487 


488 


DIGEST  OF  HEARINGS  ON  KAILWAY  RATES. 


Page. 


Table  No.  15. — Ocean  freight  rates  from  Baltimore  to  Bremen  on  various  com¬ 
modities  as  in  effect  July  9,  1904,  and  July  29,  1905 .  509 

Table  No.  16. — Ocean  freight  rates,  Boston  to  Copenhagen,  Denmark .  509 

Table  No.  17. — Ocean  freight  rates  from  New  York  to  Genoa,  Italy .  510 

Table  No.  18. — Ocean  freight  rates  from  New  Orleans  to  Genoa,  Italy,  on  vari¬ 
ous  commodities .  510 

Table  No.  19. — Seasons’  average  rates  on  wheat  and  corn,  Chicago  to  Buffalo 

by  lake  and  Buffalo  to  New  York  by  canal  and  river,  seasons 

1869  to  1904,  inclusive .  511 

Table  No.  20. — Seasons’  average  rates  on  wheat  and  corn  from  Chicago  to  New 

York  via  lake,  canal,  and  river,  seasons  1869  to  1904,  inclusive.  512 

Table  No.  21. — Through  freight  rates  on  import  traffic  from  British  and  con¬ 
tinental  ports  to  San  Francisco  via  Atlantic  and  Gulf  ports. .  513 

Table  No.  22. — Through  rates'  on  import  traffic  from  Liverpool,  England,  to 

points  in  Texas,  via  New  Orleans .  514 

Table  No.  23. — Through  import  rates  from  different  foreign  ports  on  various 

commodities  to  interior  western  points  in  the  United  States, 

via  New  Orleans . '. .  514 

Table  No.  24. — Through  rates  on  import  traffic  from  Antwerp,  Belgium,  to 

different  points  in  the  United  States  on  various  commodi¬ 
ties . . .  515 

Table  No.  25. — Import  rates  from  various  points  in  South  America,  via  New 

Orleans,  to  points  in  the  United  States  on  various  com¬ 
modities  .  516 

Table  No.  26. —Kates  from  Montreal  and  New  York  to  western  points  on  vari¬ 
ous  commodities  of  import  traffic,  as  compared  with  rates  on 

domestic  traffic . j . •. .  516 

Table  No.  27.— Through  rates  on  import  traffic  from  foreign  ports  to  North 

%  Pacific  coast  points  on  various  commodities .  518 

Table  No.  28. — Through  ocean-and-rail  commodity  rates  from  New  York  to 

interior  Mexican  cities .  519 

Table  No.  29. — Through  rates  from  interior  United  States  points  to  {joints 

in  Mexico  on  various  commodities . .* _  521 

Table  No.  30. — Rates  of  the  Panama  route  from  New  York  to  different  points 

in  Central  America  on  classified  traffic  and  various  com¬ 
modities . 525 

Table  No.  31. — Kates  of  the  Panama  route  from  New  York  to  Mexican  ports 

on  classified  traffic  and  various  commodities .  525 

Table  No.  32. — Kates  of  the  Panama  route  from  New  York  and  common 

points  to  San  Francisco  on  classified  traffic  and  commodities.  526 
Table  No.  33 — Kates  of  the  Panama  route  from  New  York  to  North  Pacific 

coast  points  on ‘classified  traffic  and  commodities .  526 

Table  No.  34. — Kates  of  the  Panama  route  from  New  York  and  common 

points  to  Sacramento  and  Stockton,  Cal .  527 

Table  No.  35.— Rates  of  the  Panama  route  from  New  York  and  common 

points  to  Los  Angeles,  San  Diego,  and  Santa  Barbara,  Cal. ..  527 

Table  No.  36. — Kates  of  the  Panama  Railroad  Steamship  Line,  New  York  to 

Panama,  on  classified  traffic  and  commodities .  528 

Table  No.  37. — Kates  of  the  Panama  route  from  New  York  to  ports  in  the 

Republic  of  Colombia,  Ecuador,  Peru,  and  Chile  on  various 

commodities .  529 

Table  No.  38. — Kates  of  the  Southern  Pacific  Company  and  Morgan  Steamship 

Line,  in  connection  with  the  United  Fruit  Company  Steam¬ 
ship  Line  from  New  York  to  Honduras  and  Central  American 

points,  on  various  commodities .  530 

Table  No.  39. — Ocean  rates  from  New  York  to  LaGuaira  and  Puerto  Cabello, 

South  America,  on  various  commodities . 532 

Table  No.  40. — Ocean  rates  from  New  York  to  Curasao,  Maracaibo,  and  La 

Vella  De  Coro,  South  America,  on  various  commodities _  533 

Table  No.  41. — Ocean  freight  rates  from  New  York  to  Jamaica,  Colombia,  and 

Central  America  on  various  commodities .  534 

Table  No.  42. — Ocean  freight  rates  from  New  York  to  San  Juan,  Ponce,  and 

Mayaguez,  Porto  Rico,  on  various  commodities .  535 

Table  No.  43. — Ocean-rail-and-ocean  rates  from  New  Orleans,  La.,  and  Colon, 

Panama,  and  ports  in  Costa  Rica,  Nicaragua,  Mexico, 
Republic  of  Colombia,  Ecuador,  Peru,  and  Chile  on  various 
commodities .  537 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


489 


Page. 

Table  No.  44. — Ocean  rates  from  New  York  to  Veracruz  and  Tampico, 

Mexico,  on  various  commodities .  541 

Table  No.  45. — Ocean  rates  from  New  York  to  Progreso,  Central  America, 

on  various  commodities .  543 

Table  No.  46. — Ocean  rates  from  New  York  to  Habana  and  Santiago,  Cuba,  on 

various  commodities . 545 

Table  No.  47. — Ocean-rail-and-ocean  rates  from  Guayaquil  and  Valparaiso, 

South  America,  via  Panama  route  to  New  York,  on  various 

commodities . „ .  546 

Table  No.  48. — Through  rates  from  Chilean  and  Peruvian  ports,  via  Panama 

route,  to  European  ports,  on  various  commodities .  547 

Table  No.  49. — Special  rates  of  the  Panama  route  from  New  York  to  San 

Francisco  on  a  limited  number  of  commodities .  548 

Table  No.  50. — Through  rates  from  San  Francisco  to  New  York,  via  Panama 

route,  on  classified  traffic  and  commodities .  549 

Table. No.  51. — Through  rates  from  San  Francisco  to  European  ports,  via 

Panama  route,  on  classified  traffic  and  commodities .  550 

Table  No.  52. — Through  rates  from  Mexican  and  Central  American  ports  to 

Europe  via  Panama  route  on  various  commodities .  551 

Table  No.  53. — Special  rates  of  the  Pacific  Mail  Steamship  Company  Panama 

Line  from  San  Francisco  to  Mexican  and  Central  American 

ports  on  different  commodities .  552 

Table  No.  54. — Through  rates  from  Mexican  and  Central  American  ports  via 

Panama  route  to  New  York .  553 

Table  No.  55. — Rates  from  Panama,  Central  American,  and  Mexican  ports  to 

San  Francisco  via  Pacific  Mail  Steamship  Company .  555 

Table  No.  56. — Through  rates  from  Liverpool,  England,  to  South  Pacific  ports 

via  Colon  and  Panama  route .  556 

Table  No.  57. — Rates  from  Liverpool  to  Mexican  and  South  American  ports  .  559 

Table  No.  58. — Comparison  of  rates  from  New  York  to  Colon,  Habana,  Santi¬ 
ago,  Livingston,  and  San  Juan  on  various  articles .  560 

Table  No.  59. — Rates  from  Hamburg,  Bremen,  and  Antwerp  via  Colon  and 

Panama  to  Panama  and  South  American  Pacific  coast  ports .  561 

Table  No.  60. — Rates  from  French  ports  to  Pacific  coast  ports  via  Panama 

route .  562 

Table  No.  61. — Rates  from  Hamburg,  Bremen,  and  Antwerp  to  ports  on  the 

west  coast  of  America  via  Panama  route .  562 

Table  No.  62. — Various  average  rates  of  the  Panama  route .  564 

Table  No.  63. — Freight  rates  from  New  York  to  San  Francisco  by  American 

and  Canadian  transcontinental  routes  on  various  commod¬ 
ities,  years  1870  to  1904,  inclusive .  566 

Table  No.  63  A. — Comparison  of  rates  from  New  York  to  San  Francisco  as 

charged  by  the  transcontinental  routes,  the  Panama 
route,  and  the  all- water  route  of  the  American  Hawaiian 

Steamship  Company .  568 

Table  No.  63  B. — Comparison  of  through  freight  rates  from  New  York  and 

common  seaboard  points  to  North  Pacific  coast  points  via 
transcontinental  all-rail  and  rail-and-lake  routes  and  via 

the  Panama  route . 569 

Table  No.  64. — Freight  rates  from  San  Francisco  to  New  York  by  American 

and  Canadian  transcontinental  routes  on  various  commod¬ 
ities,  1870  to  1904,  inclusive .  570 

Table  No.  65. — Rates  from  interior  points  in  the  United  States  and  from  Pacific 

coast  ports  to  ports  in  China  and  Japan  on  various  com¬ 
modities  . 572 

Table  No.  66. — Ocean  freight  rates  from  San  Francisco  to  Japan,  Korea,  etc., 

on  various  commodities,  as  in  effect  July  18,  1901,  and  since 

March  20,  1903 . 573 

Table  No.  67. — Through  rates  from  ports  in  China  and  Japan  to  Pacific  coast 

ports  and  to  interior  points  in  the  United  States  and  Canada 

on  various  commodities .  574 

Table  No.  68. — Through  rates  from  points  in  the  United  States  to  Aukland, 

New  Zealand,  and  Sydney,  Australia,  via  San  Francisco,  on 

various  commodities .  576 

Table  No.  69. — Average  ocean  rates  on  grain  by  sailing  vessel  from  San  Fran¬ 
cisco  to  the  United  Kingdom,  1874  to  1904,  inclusive .  577 


490 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


.  Page. 

Table  No.  70. — Ocean  rates  from  New  York  to  various  South  American  ports.  577 
Table  No.  71. — Ocean  rates  from  New  Orleans,  Mobile,  British  Honduras,  and 

Gautemala  on  various  commodities .  578 

Table  No.  72. — Ocean  rates  from  New  York,  Boston,  Philadelphia,  and  Balti¬ 
more  to  Banes,  Cuba . . .  578 

Table  No.  73. — Ocean  rates  from  New  York  to  different  South  American  ports 

on  various  commodities .  579 

Table  No.  74. — Ocean  rates  from  Veracruz,  Mexico,  to  New  York  on  impor¬ 
tant  commodities .  .  579 

Table  No.  75. — Ocean  rates  from  Copenhagen,  Denmark,  to  Boston .  579 

Table  No.  76. — Comparison  of  through  import  rates  from  Antwerp  Belgium, 

to  various  points  in  the  United  States,  routed  via  Boston, 
with  the  rates  on  -same  articles  of  domestic  origin  at  Boston.  580 
Table  No.  77. — Comparison  of  rates  from  San  Francisco,  Cal.,  to  New  York, 

via  trans-continental  all-rail  routes  and  the  Panama  route 
on  classes  and  particular  commodities  on  which  the  Panama 
route  publishes  the  special  rates  given .  581 


I 


# 


FREIGHT  RATES  BY  WATER  ROUTES 


Table  No.  1. — Average  through-freight,  rates  on  provisions  from  Chicago ,  III.,  to  European 
ports  named  on  shipments  routed  all  rail  to  seaboard  and  thence  hg  steamer. 


[In  cents  per  100  pounds.] 


Yearly  average  rates  to — 


Years. 

Liver¬ 

pool. 

Glas¬ 

gow. 

Lon¬ 

don. 

Ant¬ 

werp. 

Ham¬ 

burg. 

Am¬ 

ster¬ 

dam. 

Rot¬ 

ter¬ 

dam. 

Copen¬ 

hagen. 

Stock¬ 

holm. 

Stet¬ 

tin. 

Bor¬ 

deaux. 

1884 . 

47 

48 

49 

54 

54 

54 

44 

54 

61 

54 

56 

1885.. . 

35 

49 

40 

44 

43 

49 

49 

50 

61 

52 

51 

1886 . 

45 

52 

55 

53 

52 

56 

56 

65 

61 

58 

57 

1887 . 

41 

49 

48 

50 

52 

55 

55 

55 

59 

55 

60 

1888 _ 

37 

47 

46 

45 

54 

54 

54 

55 

67 

55 

54 

Average  5  years  . . 

41 

49 

48 

49 

51 

54 

52 

56 

62 

55 

56 

1880. 

57 

61 

62 

61 

63 

65 

65 

65 

75 

65 

75 

1890 . 

51 

58 

58 

47 

53 

50 

50 

58 

61 

58 

67 

1891 . 

55 

60 

60 

53 

55 

60 

60 

64 

69 

64 

75 

1892 . 

46 

50 

47 

50 

50 

55 

55 

61 

72 

61 

62 

1898 _ 

46 

48 

48 

48 

53 

50 

50 

55 

67 

55 

60 

Average  5  years  . . 

51 

55 

55 

52 

55 

56  . 

56 

61 

69 

61 

68 

1894. 

44 

47 

46 

47 

50 

50 

50 

55 

67 

55 

63 

1895 . 

42 

50 

46 

48 

50 

50 

48 

55 

67 

55 

64 

1896 . 

45 

50 

47 

50 

51 

52 

52 

58 

69 

58 

64 

1897 . 

44 

52 

48 

51 

51 

52 

52 

57 

69 

57 

64 

1898 _ _ 

47 

52 

50 

53 

52 

53 

53 

58 

69 

58 

66 

Average  5  years  . . 

44 

50 

47 

50 

51 

51 

51 

57 

68 

57 

64 

1899. 

41 

45 

44 

48 

46 

47 

47 

52 

63 

52 

59 

1900 . 

49 

55 

56 

51 

50 

51 

51 

55 

65 

55 

64 

1901 . 

36 

45 

45 

46 

44 

45 

45 

48 

53 

48 

54 

1902 . 

36 

42 

39 

42 

39 

40 

40 

42 

45 

42 

51 

1908 _ 

42 

47 

44 

50 

47 

42 

42 

50 

52 

50 

56 

Average  5  years  . . 

41 

47 

46 

47 

45 

45 

45 

49 

56 

49 

57 

1904. 

37 

44 

44 

48 

46 

42 

42 

47 

50 

47 

56 

Average  5  years  . . 

40 

47 

46 

47 

45 

44 

44 

48 

53 

48 

56 

491 


492 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  2. — Average  through  freight  rates  on  grain  and  sacked  flour  from  Chicago  to 
European  ports  named — Shipments  routed  all  rail  to  seaboard ,  thence  by  steamer. 


[In  cents  per  100  pounds.] 


Years. 

Yeai 

Liverpool. 

rly  average  rates 

Glasgow. 

to— 

London. 

Grain. 

Sacked 

flour. 

Grain. 

Sacked 

flour. 

Grain. 

Sacked 

flour. 

1884  . 

44 

30 

27 

38 

28 

38 

1885  . 

29 

29 

32 

35 

32 

32 

1886  . 

37 

34 

39 

40 

41 

40 

1887  . 

35 

35 

37 

38 

39 

38 

1888  . 

35 

34 

35 

36 

38 

38 

Average  5  years . 

36 

32 

34 

37 

36 

37 

1889  . 

40 

42 

41 

44 

45 

1890  . 

32 

36 

36 

42 

36 

41 

1891 . 

41 

42 

44 

45 

43 

43 

1892  . 

33 

36 

35 

39 

35 

37 

1893  . 

34 

35 

36 

36 

38 

38 

Average  5  years . ; 

36 

38 

38 

41 

38 

41 

1894  . 

33 

33 

35 

35 

33 

35 

1895  . 

32 

34 

34 

36 

33 

35 

1896  . 

34 

34 

34 

37 

33 

35 

1897  . 

34 

37 

35 

39 

34 

36 

1898  . 

34 

38 

36 

39 

35 

37 

Average  5  years . 

33 

35 

35 

37 

34 

36 

1899  . 

30 

30 

32 

31 

31 

34 

1900  . 

29 

28 

31 

32 

31 

35 

1901 . 

21 

23 

24 

24 

23 

26 

1902  . 

21 

24 

22 

23 

22 

24 

1903  . 

23 

25 

24 

25 

24 

25 

Average  5  years . . . 

25 

26 

27 

27 

26 

29 

1904  . 

20 

21 

22 

23 

22 

22 

Average  5  years . 

23 

24 

25 

25 

24 

26 

49a 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 

* 

Table  No.  3. — Average  through  freight  rates  on  wheat  from  Chicago,  111.,  to  New  York, 
and  from  Chicago  to  Liverpool  when  routed  by  the  routes  indicated. 

[In  cents  per  bushel.] 


Yearly  average  rates. 


♦ 

Years. 

Chicago  to  New  York. 

New 
York  to 
Liver¬ 
pool. 

Chicago  to  Liverpool. 

• 

Lake  and 
canal. 

Lake  and 
rail. 

All  rail. 

Via 

ocean 

steamers. 

Lake,  ca¬ 
nal,  and 
ocean. 

Lake, 
rail,  and 
ocean. 

All  rail 
and 
ocean. 

1874 . 

14.10 

16.90 

28. 70 

17. 60 

31.70 

34.50 

46.30 

1875 . 

11.43 

14. 60 

24.10 

17.00 

28. 43 

31.60 

41.70 

1876 . 

9. 58 

11.80 

16.  50 

16.00 

25. 58 

27. 80 

32. 50 

1877 . 

11.24 

15. 80 

20.  30 

14. 00 

25. 24 

29. 80 

34.30 

1878 . 

9.15 

11.40 

17.  70 

15. 25 

24. 40 

26. 65 

32. 95 

Average  5  years . 

11.10 

14. 10 

21.46. 

15. 97 

27. 07 

30.  07 

37.55 

1879 . 

11.60 

13.  30 

17.30 

12. 37 

23. 97 

25. 67 

29. 67 

1880 . 

12. 27 

15.  70 

19.  90 

11.62 

23. 89 

27. 32 

31.  52 

1881 . 

8. 19 

10.40 

14.40 

8. 25 

16.44 

18.  65 

22.  65 

1882 . 

7. 89 

10. 90 

14.60 

7.87 

15.  76 

18.  77 

22.47 

1883 . 

8.37 

11.50 

16. 50 

8.62 

16.99 

20.12 

25. 12 

Average  5  vears . 

9.64 

12.  36 

16. 54 

9. 75 

19.41 

22. 10 

26.28 

1884 . 

6. 31 

9.95 

13. 12 

7.  00 ' 

13.  31 

16. 95 

20. 12 

1885 . 

5. 87 

9.02 

14.  00 

6.37 

12. 24 

15.  39 

20.37 

1886 . 

8.71 

12.  00 

16. 50 

6.62 

15. 33 

18.62 

23. 12 

1887 . 

8.51 

12.00 

15.  74 

5. 00 

13. 51 

17.00 

20.74 

1888 . 

5.  93 

11.00 

14.50 

5. 75 

11.68 

16. 75 

20. 25 

Average  5  vears . 

7.06 

10.  79 

14.77 

6.14 

13. 21 

16.94 

20.  92 

1889 . 

6.89 

8.70 

15.  00 

7.87 

14.76 

16.57 

22. 87 

1890 . 

5. 85 

8.50 

14.  31 

4.87 

10.  72 

13.37 

19.18 

1891 . 

5.96 

8.  53 

15. 00 

6.25 

12.  21 

14.78 

21.25 

1892 . 

5. 61 

7.55 

14. 23 

5. 25 

10. 86 

12. 80 

19.  48 

1893 . 

6.  33 

8.44 

14.  70 

4.  75 

11.08 

13. 19 

19.45 

Average  5  years . 

6. 12 

8.  34 

14.64 

5.  79 

11.92 

14.14 

20. 44 

1894 . 

4.44 

7. 00 

12.  88 

3. 87 

8.  31 

10.87 

16.  75 

1895 . 

4.11 

6. 95 

12. 17 

5. 12 

9.23 

12.07 

17.29 

1896 . 

5.38 

7.32 

12.00 

5.  87 

11.25 

13. 19 

17.89 

1897 . 

4.  35 

7.37 

12.32 

6.12 

10.47 

13. 49 

18.  44 

1898 . 

4. 42 

4.96 

11.55 

6. 87 

11.29 

11.83 

18.  42 

Average  5  years . 

4. 58 

6. 72 

12. 18 

5.57 

10.11 

12.29 

17.75 

1899 . 

6.  65 

6.63 

11. 13 

4.87 

10. 52 

11.50 

16. 00 

1900 . 

4.42 

5.05 

9.08 

6. 75 

11.17 

11.80 

15.  83 

1901 . 

5. 14 

5. 57 

9. 02 

2.50 

7.64 

8.07 

11.52 

1902 . 

5. 25 

5. 78 

8.  75 

2. 87 

8. 12 

8. 65 

11.62 

1903 . 

5.44 

6. 17 

8. 89 

2.87 

8.31 

9.04 

11.76 

Average  5  vears . 

5. 18 

5.84 

9.37 

3. 97 

9.15 

9.81 

13.34 

1904 . 

4.  71 

5. 02 

8.47 

2.25 

6. 96 

7.27 

10.72 

Average  5  years . 

4.99 

5. 51 

8. 84 

3.44 

8.44 

8.  96 

12. 29 

494 


DIGEST  OF^HEARINGS  ON  RAILWAY  RATES. 


Table  No.  4. — Average  yearly  ocean  freight  rates  on  specified  commodities  from  New  York 

to  London  and  Liverpool ,  1884  to  1903,  inclusive. 

[In  cents  per  100  pounds.] 


Yearly  average  rates. 


Years. 

New  York  to  London. 

New  York  to  Liverpool. 

* 

Grain. 

Flour. 

Beef. 

Pork. 

Provi- 

Grain. 

Flour. 

Beef. 

Pork. 

Provi- 

• 

sions. 

sions. 

1884  . 

13.6 

16.0 

37.4 

43.8 

26.8 

12.4 

14.1 

29.2 

39.4 

23.6 

1885  . 

13.1 

15.1 

32.1 

34.7 

24.0 

11.3 

12.8 

25.3 

31.0 

19.7 

1886  . 

13.2 

14.9 

34.1 

40.4 

24.6 

11.5 

13.1 

25.  1 

33.1 

20.1 

1887  . 

10.0 

12.2 

26.6 

30.5 

20.7 

8.8 

10.3 

20.4 

26.8 

16.8 

1888  . 

11.8 

14.5 

25. 1  • 

31.5 

21.4 

9.2 

10.8 

23.3 

27.3 

17.8 

Average  5  years . 

12.3 

14.5 

31.1 

36.2 

23.5 

- 

10.6 

12.2 

24.7 

31.5 

19.6 

1889  . 

16*6 

19.1 

40.0 

44.6 

32.2 

13.7 

15.4 

34.1 

39.9 

26.4 

1890  . 

10.9 

13.6 

33.8 

37.3 

26.1 

9.1 

11.3 

26.6 

32.0 

19.2 

1891 . 

13.1 

15.2 

25.3 

32.6 

21.6 

11.0 

12.7 

27.9 

33.1 

20.1 

1892  . 

9.6 

12.3 

23.3 

25.  7 

17.5 

9.2 

11.5 

22.7 

24.7 

16.9 

1893  . 

9.6 

11.7- 

23.3 

28.4 

17.5 

8.2 

10.5 

22.7 

25.7 

17.0 

Average  5  years . 

12.0 

14.4 

29.1 

33.7 

23.0 

10.2 

12.3 

26.8 

31.1 

19.9 

1894  . 

6.6 

9.6 

21.0 

26.8 

16.2 

6.8 

8.8 

19.0 

22.1 

15.7 

1895  . 

7.6 

9.5 

19.0 

23.6 

14.3 

7.6 

8.7 

17.6 

18.4 

12.8 

1896  . 

13.3 

13.6 

25.0 

29.9 

17.6 

10.3 

12.1 

23.6 

26. 3 

16.  6 

1897  . 

12.2 

14.7 

26.9 

29.9 

18.5 

10.8 

12.7 

22.7 

25. 2 

16.5 

1898  . 

13.6 

• 

16.1 

31.2 

40.4 

21.9 

12.2 

15. 5 

28.6 

34.1 

21.3 

Average  5  years . 

10.2 

12.7 

24.6 

30.1 

17.7 

9.5 

11.6 

21.2 

25. 2 

16.6 

1899  . 

10.5 

13.3 

26.6 

34.1 

18.7 

8.5 

11.8 

22. 4 

25.7 

16.1 

1900  . 

14.2 

18.8 

36.4 

48.3 

25.  6 

11.9 

14.2 

28.6 

34.1 

20.6 

1901 . 

6.  6 

9.7 

25.  0 

33.1 

17.4 

4.4 

6.  7 

11.9 

14.7 

8.2 

1902  . 

5.8 

8.9 

19.7 

25.2 

14.1 

5.0 

8.3 

15.4 

19.4 

11.1 

1903  . 

5.8 

8.7 

19.7 

26.3 

14.1 

5.0 

8.4 

14.8 

24.7 

12.0 

Average  5  years . 

8.6 

11.9 

25.5 

33.4 

18.0 

7.0 

9.9 

18.6 

22.5 

13.6 

Table  No.  5. — Average  yearly  ocean  freight  rates  on  wheat  from  specified  ports  to  Liver¬ 
pool,  1884  to  1903,  inclusive. 

[In  cents  per  100  pounds.] 


Yearly  average  rates  to  Liverpool  from — 


Years. 

Boston. 

New  York. 

Philadel¬ 

phia. 

Baltimore. 

1884  . 

8.33 

11.67 

11.67 

13.13 

1885  . 

8. 33 

10.  63 

12.29 

1886  . 

7.92 

11.04 

12. 29 

1887  . 

7.50 

8. 33 

. 

10.00 

1888  . 

9.17 

8. 75 

10.  42 

Average  5  vears . 

8.25 

10.08 

a  11. 67 

11.63 

1889  . 

10.63 

13.13 

15. 00 

1890  . 

8. 13 

8. 13 

9.38 

1891 . 

8. 83 

10. 42 

11.46 

1892  . 

7.50 

8.  75 

11.25 

1893  . •. . 

6. 25 

7.92 

9.58 

9.38 

Average  5  years . 

8.27 

9.67 

«  9. 58 

11.29 

1894  . 

5.00 

6. 46 

7.92 

7. 92 

1895  . 

5. 42 

8.54 

7.71 

8.13 

1896  . 

7.08 

9.  79 

9.29 

10.42 

1897  . 

7.08 

10.21 

10.  42 

10.  00 

1898  . 

8. 13 

11.46 

11.67 

12.08 

Average  5  years . 

6.54 

9.29 

9.  40 

9.  71 

1899  . \ . 

6. 67 

8.13 

7.92 

10.00 

19(H) . 

8. 75 

11.25 

12.50 

12. 92 

1901 . . 

3. 33 

4.17 

5. 42 

6. 46 

1902  . 

4.79 

4.79 

5.00 

5.83 

1903  . 

*  4.79 

4.79 

5.00 

5.00 

Average  5  vears . 

5. 67 

6. 65 

.  7.17 

8.04 

I 


«  One  year. 


495 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  6. — Ocean  rates  from  New  York  to  foreign  ports  named ,  quoted  by  steamship 

lines  about  September  20  of  each  year  indicated. 


[In  cents  per  100  pounds,  except  as  noted.  With  primage.] 
TO  LIVERPOOL. 


Articles. 

1895. 

1896. 

1897. 

1898. 

1899. 

1900. 

1901. 

1902. 

1903. 

1904. 

1905. 

■Grain,  per  bushel . 

4.73 

8.93 

8. 93 

7.35 

5.  78 

9.  45 

2. 10 

3.15 

3.15 

2.10 

3. 15 

Cotton,  compressed .... 

26. 25 

36. 09 

. 

32. 81 

30.00 

40.  00 

12.  50 

15. 00 

15. 00 

16.00 

15. 00 

Flour  (sacks) . 

9.  84 

16. 88 

15.  47 

14.06 

11.25 

19. 69 

5. 63 

8.44 

8.44 

5.63 

8. 44 

Oil  cake . 

8.44 

16.88 

14.  06 

14.06 

11.25 

16.88 

*  5.63 

7. 88 

8.44 

5.  63 

8.44 

Canned  meats . 

11.25 

22.  50 

16.88 

14. 06 

16.88 

22. 50 

5.  63 

11.25 

11.25 

8. 44 

11. 25 

Bacon . 

11.25 

22.  50 

16. 88 

14. 06 

16. 88 

22.  50 

5.63 

11. 25 

11.25 

8. 44 

11.25 

Lard  (tierces) . 

11.25 

22.50 

16.  88 

14.06 

16.88 

22. 50 

5.  63 

11. 25 

11.25 

8.44 

11.25 

Lard  (small  packages) . 

12.66 

28. 13 

19.  69 

19.69 

22.  50 

28. 13 

11. 25 

16.  88 

16.88 

14.06 

16. 88 

Cheese .  . 

22. 50 

39.  38 

28. 13 

28. 13 

28. 13 

33.  75 

22.  50 

19.69 

22. 50 

22. 50 

22.  50 

Butter . 

28.13 

45. 00 

56. 25 

33.75 

33.  75 

39.38 

22.  50 

22. 50 

28. 13 

28.]  3 

28. 13 

Tallow . 

9. 84 

22. 50 

16.88 

14.  06 

16.88 

22. 50 

5. 63 

11.25 

11.  25 

8. 44 

11.25 

Leather  . 

28.13 

45. 00 

28.13 

28. 13 

28.13 

33.75 

14. 06 

16. 88 

22.  50 

22. 50 

22:  50 

Tobacco  . 

Glucose  and  grape 

20.00 

40.  00 

30. 00 

20. 00 

40. 00 

15.00 

20.  00 

20. 00 

20.  00 

20.00 

sugar . 

Sirup . 

Oil  (lubricating  or  cot- 

9.84 

16. 88 

15. 47 

11.25 

16.88 

19.69 

5.  63 

8. 44 

8.44 

8. 44 

8.44 

9.84 

16.88 

15. 47 

LI.  25 

16.88 

19.69 

5.  63 

8.44 

8.44 

5.63 

6.75 

ton-seed),  per  barrel. 

50. 40 

100. 80 

88.20 

63.  00 

75.  60 

100. 80 

25. 20 

50.  40 

50. 40 

37.80 

50. 40 

Beef,  per  tierce . 

50. 40 

100. 80 

75. 60 

63.00 

75. 60 

100. 80 

25.  20 

50.  40 

50.40 

37.80 

50.40 

Pork,  per  barrel . 

Apples,  green,  per  bar- 

37.  80 

63.00 

50. 40 

50. 40 

56.  70 

75. 60 

18.  90 

37.80 

50. 40 

25. 20 

25. 20 

rel . 

Walnut  logs  and  lum- 

50.  40 

75.  60 

63.  00 

75. 60 

75.  60 

75.  60 

63.  00 

50.  40 

63.  00 

6i5.  00 

63. 00 

her . 

14.06 

22. 50 

19.  69 

14.  06 

16.88 

22. 50 

11.25 

12.00 

12.00 

12. 00 

10. 00 

Whitewood . 

16.  88 

22.  50 

22.  50 

19.  69 

19.  69 

25.  31 

14. 06 

14. 00 

14.  00 

14.00 

11.00 

Clover  seed _ : . 

16. 88 

19.  69 

19.  69 

16.88 

19.69 

22.  50 

11.25 

11.25 

11.25 

11. 25 

11.25 

Timothvseed . 

16.88 

19.  69 

22. 50 

22. 50 

22. 50 

25. 31 

14.  06 

14.06 

14.06 

14. 06 

14.06 

Hay . 

16.88 

45.  00 

33.  75 

33.  75 

28.13 

33.  75 

16.88 

16.  88 

14.06 

11.25 

11. 25 

Istfe . 

16. 88 

39. 38 

25.31 

28. 13 

16.88 

33.  75 

28.13 

16. 88 

16.88 

16. 88 

16.88 

TO  ANTWERP. 


Grain,  per  bushel . 

4. 73 

9.  98 

9.45 

10. 50 

7.78 

10. 50 

3.15 

3. 68 

3.15 

2.10 

4.20 

Cotton,  compressed .... 

19.69 

32. 81 

39.38 

32. 81 

26. 25 

39.38 

20.  00 

18. 00 

15. 00 

15.  00 

18. 00 

Flour  (sacks) . 

11. 25 

19.69 

19.69 

19.  69 

14.06 

19.69 

11. 25 

11.  25 

11.25 

8.44 

11. 25 

Oil  cake . 

11.25 

19.69 

19. 69 

19.  69 

14. 06 

19.  69 

11.25 

8  44 

8.44 

8.44 

11. 25 

Canned  meats . 

14. 06 

25.31 

22.  50 

25.  31 

22.  50 

28.13 

19.69 

19.69 

19.  69 

16.88 

16. 88 

Bacon  . 

14.06 

25. 31 

22.  50 

25.  31 

22.  50 

28.13 

19.69 

19.69 

19.  69 

16.88 

16.  88 

Lard  (tierces) . 

14.06 

25. 31 

22. 50 

25.  31 

22.50 

28. 13 

19.  69 

19. 69 

19. 69 

14. 06 

14. 06 

Lard  (small  packages) . 

19.69 

30.  94 

28.13 

30. 94 

28.13 

30.  94 

22.  50 

22. 50 

22. 50 

16.88 

16.88 

Cheese . 

22. 50 

33.  75 

39.  38 

33.  75 

39.38 

39.  38 

33.  75 

33.75 

33.  75 

33.  75 

33. 75 

Butter . 

28. 13 

39.  38 

45. 00 

39.38 

39. 38 

39.38 

39.38 

39.  38 

39.  38 

39.  38 

39.38 

Tallow  . 

14.06 

25.  31 

22. 50 

25. 31 

22. 50 

28.13 

19.69 

14.06 

14. 06 

14.06 

14.06 

Leather  . 

39.38 

45.  00 

39. 38 

39. 38 

33.  75 

45.00 

39.38 

39.  38 

39.  38 

33.  75 

28.13 

Tobacco . 

Glucose  and  grape 

22.  50 

28.13 

22. 50 

28. 13 

19.69 

30.  00 

22.  00 

18.00 

18.  00 

15. 00 

22.  50 

sugar . 

11.25 

22. 50 

19.69 

22. 50 

16.  88 

22. 50 

14.  06 

14. 06 

14.06 

11.25 

11.25 

Sirup . 

Oil  (lubricating  or  cot- 

11.25 

22.50 

19.69 

22. 50 

16.88 

22.  50 

14. 06 

14.06 

14.06 

11.25 

11.25 

ton-seed),  per  barrel. 

63.00 

113.  40 

100. 80 

113.40 

100.  80 

113.40 

63.00 

63.00 

63.  00 

63. 00 

63.00 

Beef,  per  tierce . 

63.00 

113. 40 

100. 80 

113.40 

100.  80 

126. 00 

88. 20 

88.20 

88.20 

75. 60 

75.  60 

Pork,  per  barrel . 

Apples,  green,  per  bar- 

50. 40 

88. 20 

75.60 

81.90 

75.  60 

94. 50 

75. 60 

75.  60 

75.  60 

56.70 

56.  70 

rel . 

Walnut  logs  and  lum- 

63.00 

75.  60 

75.  60 

75. 60 

75.  60 

75.  60 

94.50 

94. 50 

94.  50 

75.  60 

75.60 

ber . 

19.69 

28.13 

19.  69 

22.  50 

16. 88 

19.69 

19. 69 

14.06 

14.06 

14.06 

11.25 

Whitewood . 

22. 50 

30.  94 

22.  50 

25. 31 

19.  69 

22.  50 

22.  50 

16.88 

16.88 

16.88 

14.  06 

Clover  seed . 

16.88 

28. 13 

25. 31 

25. 31 

19.69 

22.  50 

22. 50 

14.06 

14.06 

14.06 

16. 88 

Timothv  seed . 

Hav  ...”. . 

22. 50 
22. 50 

33.75 
30.  94 

30.94 
33.  75 

30. 94 
39.  38 

25. 31 
39.38 

28.13 

28.13 

19.69 

19. 69 

16.  88 

16. 88 

lstle . 

16.  88 

25.31 

28. 13 

33. 75 

28. 13 

33.75 

22. 50 

14.06 

16.88 

14.06 

16. 88 

496 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  6. — Ocean  rates  from  Xew  York  to  foreign  ports  named ,  quoted  bg  steamship 
lines  about  September  20  of  each  year  indicated — Continued. 

[In  cents  per  100  pounds,  except  as  noted.  With  primage.] 

TO  GLASGOW. 


Articles. 

1895. 

1896. 

1897. 

1898. 

1899. 

1900. 

1901. 

1902. 

1903. 

1904. 

1905. 

Grain,  per  bushel . 

5. 78 

9. 45 

7.88 

9.  45 

6.30 

10. 50 

2. 10 

3. 15 

4. 20 

3. 15 

2.63 

Cotton  compressed _ 

Flour  (sacks) . 

12.06 

16.88 

14.  06 

15. 47 

14. 06 

19.69 

6.  75 

8.44 

7.88 

5.63 

8. 44 

Oil  cake . 

12.  66 

16. 88 

14.06 

15. 47 

14.  06 

19.  69 

6.  75 

8. 44 

7.88 

5.63 

8.44 

Canned  meats . 

16.88 

28*13 

19.69 

22.  50 

19.  69 

25.  31 

14.06 

16.88 

16.88 

14.06 

16.88 

Bacon  . 

16. 88 

33.  75 

22.50 

22. 50 

19.  69 

25. 31 

14. 06 

16.88 

16.88 

14.06 

16.88 

Lard  (tierces) . 

16.88 

33.  75 

22.50 

22.  50 

19.  69 

25.31 

14.  06 

16.88 

16.88 

14.06 

16.88 

Lard  (small  packages). 
Cheese . 

22. 50 
28.13 

39. 38 
39.38 

28. 13 
33.  75 

28. 13 
33.  75 

25. 31 
28.13 

30. 94 
33.  75 

19.  69 
22. 50 

22.50 
28. 13 

22. 50 
28. 13 

19.69 
28. 13 

22.50 
28. 13 

Butter . 

28. 13 

50.  63 

33.  75 

33.  75 

33.  75 

33. 75 

30. 38 

33.  75 

33. 75 

33. 75 

Tallow . 

Leather  . 

16. 88 
33.  75 

28. 13 
56.  26 

19.69 

45.00 

22. 50 
39.38 

19. 69 
33.  75 

28.13 
45.  00 

14.  06 
30.  94 

16.88 
33.  75 

16.88 
33. 75 

14.06 
33.  75 

16.88 
33.  75 

Tobacco . •- . 

25.00 

40.  00 

30.  00 

30.  00 

30. 00 

45. 00 

30. 00 

25.00 

30.00 

33.75 

28. 13 

Glucose  and  grape 
sugar . 

14.06 

19.  69 

14.06 

16. 88 

14.06 

18.28 

6. 75 

8.44 

7.88 

7.88 

8.44 

Sirup . 

14.06 

19. 69 

14.06 

16.88 

14.06 

18. 28 

6.  75 

8.44 

7.88 

6. 75 

8. 44 

Oil  (lubricating  or  cot¬ 
ton-seed),  per  barrel. 
Beef,  per  tierce . 

75. 60 
75.  60 

113. 40 
151. 20 

100.  80 
100.  80 

100. 80 
100. 80 

88.20 
88.  20 

126.  00 
113. 40 

63.00 

63.00 

75. 60 
75. 60 

75.  60 
75. 60 

63.00 

63.00 

63.00 

75.60 

Pork,  per  barrel . 

50.  40 

100.  80 

75.  60 

75.  60 

63.  00 

88.  20 

37.80 

56.  70 

56.  70 

50.  40 

56.  70 

Apples,  green,  per  bar¬ 
rel  . . . 

75.  60 

88. 20 

75.  60 

75.  GO 

75.  60 

75.  60 

63.  00 

63.  00 

63.00 

63.00 

63.  00 

Walnut  logs  and  lum¬ 
ber  . 

19.69 

28. 13 

22. 50 

22. 50 

22.  50 

28. 13 

16.88 

16.88 

16.88 

16.88 

16.88 

Whitewood . 

22. 50 

28.13 

22. 50 

28. 13 

28.13 

33. 75 

19.69 

19.69 

19.69 

19.69 

19.  69 

Clover  seed . 

16.88 

25. 31 

19.  69 

22.  50 

19.  69 

25. 31 

16.88 

16. 88 

16.88 

18.88 

16. 88 

Timothv  seed . 

22.  50 

30.  94 

28. 13 

28. 13 

25.  31 

30. 94 

22.50 

22.50 

22.  50 

19. 69 

19.  69 

Hay . 

28. 13 

56.26 

28.13 

28.13 

28.13 

33.75 

28.13 

19. 69 

19.  69 

19.69 

22.  50 

Istle . 

28.13 

45.00 

33.  75 

56. 26 

56. 26 

33.75 

28. 13 

28. 13 

28. 13 

28.13 

28. 13 

Table  No.  7. — Ocean  freight  rates  from  Montreal  to  European  ports  named,  current  on 

dates  indicated. 


Heavy  grain  (per 
bushel). 

Oats  (per  bushel). 

Rolled  oats,  flour,  or  mid¬ 
dlings,  in  bags  or  sacks 
(per  100  pounds). 

Liver¬ 

pool. 

Lon¬ 

don. 

Glas¬ 

gow. 

Ant¬ 

werp. 

Liver¬ 

pool. 

Lon¬ 

don. 

Glas¬ 

gow. 

Ant¬ 

werp. 

Liver¬ 

pool. 

Lon¬ 

don. 

Glas¬ 

gow. 

Ant¬ 

werp. 

1899 — May  1,  no  record. 

Sept.  1 . 

6.0 

7.  5 

6. 75 

10.5 

4.8 

6.0 

5.4 

8.4 

12. 05 

14.73 

13. 39 

17.41 

1900— May  1 . 

7.5 

8.25 

7.5 

9.0 

5. 4 

6.0 

6.0 

7.2 

13.39 

16.07 

14.73 

16.07 

Sept.  1 . 

9.0 

19.5 

7. 5 

9.0 

6.0 

7.2 

6.0 

6.  G 

17.41 

21. 43 

17.41 

16. 07 

1901 — M  ay  1 . 

4.5 

6.0 

4.0 

6. 75 

4.8 

5.4 

8.04 

10.71 

V.  38 

13.39 

Sept.  1 . 

3.0 

3.0 

3.0 

4.5 

2.4 

3.0 

2.4 

3.6 

7.23 

10.71 

8.04 

10.71 

1902— May  1 . 

3. 75 

4.  5 

3.75 

4.125 

3.0 

3.6 

3.0 

3.0 

10.  45 

10.71 

7.5 

12.9 

Sept.  1 . 

3. 75 

4.5 

3.  375 

5. 25 

2.4 

3.3 

2.4 

3.6 

10. 45 

10. 45 

10.0 

12.9 

1903— May  1 . 

3. 188 

4.5 

3. 375 

4.5 

2.4 

2.7 

2.4 

3.0 

10. 45 

10. 45 

8.04 

8.84 

Sept.  1 . 

<B.O 

3.0 

3.0 

3.0 

2.4 

2.4 

2.4 

2.4 

10. 45 

10.45 

8.04 

8.84 

1904— May  1 . 

1.5 

2. 25 

2. 25 

3.0 

1.2 

1.8 

1.8 

2.4 

5.0 

6.0 

7.0 

10.  71 

Sept.  1 . 

2.25 

2.25 

3.0 

3.0 

1.8 

1.8 

2.4 

2.4 

5.0 

6.0 

7.0 

9.64 

1905 — May  1 . 

2.50 

2.25 

3.0 

2. 52 

2. 52 

2.7 

6.  96 

/ .  5 

7.5 

9.0 

Sept.  1 . 

3. 375 

3.  75 

3.  75 

4. 125 

2.7 

3.0 

3.0 

10.71 

10.  71 

10.  71 

10.71 

Lard,  beef,  pork,  tallow,  grease, 
oleo,  in  tierces,  barrels,  or  half 
barrels  (per  100  pounds). 

Bacon  and  hams,  boxed  meats, 
and  lard  in  boxes  or  cases 
(per  100  pounds). 

Liver¬ 

pool. 

Lon¬ 

don. 

Glas¬ 

gow. 

Ant¬ 

werp. 

Liver¬ 

pool. 

Lon¬ 

don. 

Glas-  Ant- 
gow.  1  werp. 

1999 — May  1,  no  record . 

Sept.  1 . \ . 

16. 07 

18.  75 

18.  75 

18.0 

16. 07 

18. 75 

18.75  18.0 

1900— May  1 . 

21.43 

24.  11 

24. 11 

21.43 

21.43 

24.11 

24.11  21.43 

Sept.  1 . 

17.41 

24.11 

24. 11 

21.43 

17.41 

24. 11 

24.11  21.43 

1901— May  1 . 

9.38 

16. 07 

16.  07 

16.  07 

9.38 

18.  75 

16. 07  16. 07 

Sept.  1 . 

8.04 

14.73 

16.07 

14.73 

8.04 

14.73 

16.07  14.73 

1902— May  1 . 

11.25 

16. 07 

16. 87 

15.0 

11.25 

16. 07 

16. 87  15. 0 

Sept.  1 . 

13.3 

14.73 

16. 87 

15.0 

13.3 

14.  73 

16.87  15.0 

1903— May  1 . 

13. 26 

16. 07 

16. 87 

16.  07 

13. 26 

16. 07 

16.87  16.07 

Sept,  l . 

13. 26 

16.07 

16.87 

12. 05 

13.  26 

16.07 

16.87  16.07 

1904— May  1 . 

5. 62 

14. 20 

14.20 

18. 75 

5. 62 

14. 20 

14.20  18.75 

Sept.  1 . 

5. 62 

14.20 

14.20 

18.  75 

5.  62 

14. 20 

14. 20  18. 75 

1905— May  1 . 

13. 25 

14.  06 

16.87 

13.39 

13.  25 

14.06 

16.  87  13.  39 

Sept.  1 . 

13. 25 

16. 96 

16.87 

13.39 

13. 25 

16.07 

16.87  16.07 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


497 


Table  No.  7. — Ocean  freight  rates  from  Montreal  to  European  ports  named,  current  on 

dates  indicated — Continued. 


Butter,  in  packages  (per  100 
pounds). 


Liver¬ 

pool. 

Lon¬ 

don. 

Glas¬ 

gow. 

Ant¬ 

werp. 

Liver¬ 

pool. 

Lon¬ 

don. 

Glas¬ 

gow. 

Ant¬ 

werp. 

1K99 — May  1,  no  record . 

Sept.  1 . 

26. 79 

32. 14 

32. 14 

37.5 

21.43 

26.  79 

26.79 

32. 14 

1900— May  1 . 

32. 14 

32.14 

32. 14 

32. 14 

26.  79 

26.  79 

26. 79 

26.79 

Sept.  1 . 

32. 14 

32. 14 

32. 14 

32.14 

26. 79 

26.  79 

26.  79 

26. 79 

1901— Mav  1 . 

26.  79 

32.14 

32. 14 

26.79 

21.43 

26.  79 

26.  79 

21.43 

Sept.  1 . 

26.  79 

32. 14 

32. 14 

21.43 

21. 43 

26.79 

26.  79 

21.43 

1902— May  1 . 

26.  79 

32. 14 

33.  75 

42.  86 

21. 43 

26.79 

28.13 

42.  86 

Sept.  1 . 

29.46 

32. 14 

33.  75 

42. 86 

24.11 

26.79 

28. 13 

42. 86 

1903— May  1 . 

29.46 

32. 14 

33.  75 

32.14 

24. 11 

26.  79 

28.13 

32.14 

Sept.  1 . 

29.46 

32.14 

33.75 

32. 14 

24. 11 

26.79 

28.13 

26.  79 

1904— Mav  1 . 

26.  79 

32. 14 

32. 14 

37.5 

21.43 

26.79 

26.79 

32. 14 

Sept.  1 . 

26.  79 

32. 14 

33. 75 

37.5 

21.43 

26.  79 

28. 13 

32.14 

1905— Mav  1 . 

26.  79 

32.14 

33.  75 

32.14 

21. 43 

26.  79 

28. 13 

26. 79 

Sept.  1 . 

26.  79 

32. 14 

33.75 

. 

32. 14 

21.43 

26.  79 

28.13 

26.  79 

Cheese,  in  boxes  (per  100 
pounds). 


Table  No.  8. — Ocean  rates  from  New  Orleans,  La.,  as  quoted  for  shipments  on  dates  named. 


To— 

i 

Grain  (in  cents  per  bushel ) . 

Cotton  (in  cents  per 
100  pounds). 

Flour  (in  cents  per 
100  pounds). 

July  22, 
1903. 

J  uly  20, 
1904. 

Julv  19, 
1905. 

1903. 

1904. 

1905. 

1903. 

1904. 

1905. 

Antwerp . 

61 

5 

6 

27 

30 

14 

14 

16 

Baltic . 

40 

38 

40 

Barcelona . 

45. 94 

52.50 

52. 50 
35 

Belfast . 

7 

8 

19 

18 

18 

Bremen . 

6 

30 

14 

Bristol . 

7 

16 

231 

Dublin . 

64 

8 

35 

19 

18 

18’ 

Genoa  . 

7 

8 

8 

32 

32 

32 

16 

16 

16 

Glasgow . 

r- 

/ 

7 

7| 

30 

15 

16 

16 

Hamburg . 

e 

6 

6 

29 

28 

30 

14 

14 

14 

Havre . 

7 

6 

30 

30 

17 

14 

Hull . . 

231 

Japan  . 

70 

Liverpool . 

3 

4 

6 

7* 

30 

25 

28 

15 

15 

15 

Lopdon . 

6 

5 

35 

16 

17 

16 

Manchester . 

4 

31 

28 

28 

15 

Marseille . 

10 

34 

36 

20 

Newcastle . 

23i 

15 

Rotterdam . 

61 

5 

34 

26 

30 

13 

14 

Trieste . 

10 

40 

40 

40 

22 

22 

Venice . 

10 

40 

38 

37 

. 

Copenhagen . 

8 

16 

. 

■  | 

To— 

Provisions,  large 
(in  cents  per  100 
pounds) . 

Provisions,  small 
(in  cents  per  100 
pounds). 

Tobacco  (in  cents 
per  100  pounds). 

Cotton-seed  meal 
and  cake  (per  ton, 
2,240  pounds). 

1903 

1904. 

1905. 

1903. 

1904. 

1905. 

1903. 

1904. 

1905. 

1903. 

1904. 

1905. 

Antwerp . 

19 

20 

20 

21 

22 

23 

27 

27 

30 

$2.64 

$2.  40 

$3. 12 

Baltic . . . 

Barcelona . 

Belfast . 

22 

22 

22 

25 

25 

25 

30 

30 

35 

3.36 

3. 36 

3.36 

Bremen . 

20 

22 

30 

2. 64 

Bristol . 

22 

27  5 
22 

25 

30i 

30 

30 

3. 36 

4. 56 

Dublin . 

22 

22 

25 

25 

25 

30 

30 

35 

3.36 

3.36 

3.60 

Genoa . 

21 

23 

22 

24 

26 

25 

32 

32 

35 

3. 36 

3.36 

3.72 
3. 12 

Glasgow . 

20 

22 

22 

23 

25 

25 

30 

30 

35 

2. 88 

3. 36 

Hamburg . 

19 

20 

18 

22 

23 

21 

30 

28 

30 

2.88 

3.12 

2.88 

Havre . 

20 

20 

23 

22 

30 

33 

2.76 

2.64 

Hull . 

27 5 

30i 

4. 56 

Japan . 

. 

. 

Liverpool . 

20 

20 

18 

22 

22 

23 

25 

24 

27 

26 

28 

2.40 

1.96 

2.40 

London  . 

20 

22 

22 

27 

28 

28 

35 

2.40 

2.40 

2. 88 

Manchester . 

18 

24 

30 

2.  40 

Marseille . 

25 

25 

28 

30 

34 

36 

4.20 

Newcastle  .  . 

271 

30| 

4. 56 

Rotterdam . 

18 

20 

19’ 

20 

23 

22' 

28 

26 

30 

2. 40 

2.  88 

2.88 

Trieste . 

26 

31 

40 

4.80 

Venice . 

26 

31 

40 

4.80 

Copenhagen  . 

21 

23 

30 

3.60 

S.  Doc.  244,  59-1 - 32 


498 


DIGEST.  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  9. — Average  freight  rates  on  wheat  from  St.  Louis  to  New  Chileans  routed  via 
Mississippi  River  and  from  St.  Louis  na  Mississippi  River  to  New  (Means  and  thence 
by  ocean  to  Liverpool;  also  through  rates  via  rail  routes  from  St.  Louis  to  New  York  and 
thence  via  ocean  to  Liverpool. 

[In  cents  per  bushel.] 


Years. 

Yearly  average  rates. 

From  St. 
Louis  to  New 
Orleans. 

From  New 
Orleans  to 
Liverpool. 

Through  St. 
Louis  to  Liv¬ 
erpool. 

From  St. 
Louis  to  Liv¬ 
erpool  via 
New  York. 

1884 . 

6. 63 

7. 95 

14.  58 

21.25- 

1885  . 

6.40 

8.71 

15.11 

20. 50 

1886  . 

6.  50 

9. 67 

16. 17 

24. 00 

1887  . 

6. 50 

8.30 

14.80 

24. 80 

1888  . 

6.50 

8. 67 

15.17 

22. 95 

Average  5  vears . 

6.  50 

8.  60 

15. 16 

22.  70 

1899  . 

5. 95 

11.38 

17. 33 

24.  97 

1890 . 

6.  58 

7.  to 

14.33 

21.48 

1891 . 

6.88 

8. 87 

15.  75 

23. 55 

1892  . 

6.50 

7.50 

14.00 

21.00 

1893  . 

6.55 

8.16 

14.71 

21.72 

Average  5  vears . 

6. 49 

8.  72 

15. 22 

22. 54 

1894  . 

5. 89 

5.80 

11.69 

18.  71 

1895  . 

5.  95 

6. 18 

12.13 

18. 33 

1896  . 

5.  00 

8.50 

13. 50 

19.67 

1897  . 

4.88 

8. 01 

12.  89 

20. 33 

1898  . . 

4.50 

9.74 

14. 24 

20.  32 

Average  5  vears . 

5.24 

7.  64 

12.  89 

20. 07 

1899  . 

a  4. 50 

7.83 

12.  33 

17. 88 

1900  . 

4.25 

10.39 

14.64 

18.  41 

1901 . 

4.25 

5. 23 

9. 48 

1 1.  03 

1902  . 

4.20 

4.33 

8. 53 

15.  33 

1903  . 

5. 00 

5.00 

10.00 

16. 02 

Average  5  years . 

4.44 

6. 55 

10.  99 

16.33 

1904  . 

15. 25 

. 

Average  5  years . 

. *  " 

15.  80 
* 

a  F.  O.  B. 


Table  No.  10. — Through  export  rates  on  flour  from  Minneapolis,  Minn.,  to  foreign  points 
named,  as  currently  quoted  at  Minneapolis  about  September  1  of  the  years  indicated,  for 
shipment  via  lake-and-rail  routes  to  seaboard  and  thence  via  ocean. 

[In  cents  per  100  pounds.] 


To— 

Rates. 

1905. 
Vug.  23. 

1896. 

1897. 

1898. 

1 

1899. 

1901. 

1901. 

1902. 

1903. 

1904. 

London  . 

38. 31 

32.55 

30.00 

32.06 

39.00 

25.50 

28.94 

29. 44 

23. 50 

24.00 

Liverpool . 

36.00 

31.21 

29. 50 

32. 00 

34.97 

24. 25 

27. 44 

27. 94 

22.50 

22.00 

Glasgow’ . 

37. 00 

31. 21 

32.  50 

30.66 

36.38 

25. 25 

28.00 

27.  44 

24. 50 

25. 00 

Amsterdam . 

38.  00 

38.50 

36.50 

35. 00 

35.  50 

31.. 50 

28.  50 

29.00 

27.  50 

27.00 

Rotterdam . 

37.00 

39.  50 

36. 50 

35.00 

34.50 

30.  50 

27.50 

28.00 

26.  50 

26. 00 

Bristol . 

37.  75 

31.56 

36.00 

32.13 

37.03 

28. 50 

28.  71 

28.00 

27.  50 

26.00 

Leith . 

38.03 

34.97 

36.  38 

36. 13 

37.  03 

30.  75 

28.  50 

29.00 

27.50 

26. 00 

Copenhagen  . 

44.  69 

41.50 

42.  50 

36. 88 

39.19 

32. 16 

30.  .50 

30.00 

27.  .50 

28.00 

Christiania . 

44.69 

41.  50 

42.50 

39. 69 

39. 19 

32. 16 

30.50 

30.00 

27.  50 

28.00 

Antwerp . 

37.00 

33.  75 

37.  97 

32.00 

36. 38 

28.  50 

27.  50 

27.00 

26. 50 

24. 00 

Hamburg . 

40.00 

35.50 

35.50 

33.00 

38.50 

30.50 

27.50 

28.00 

27. 50 

27.00 

Hull . 

34.50 

35.50 

36.  88 

39. 19 

32. 16 

31.  75 

33.  66 

31.  75 

31.00 

Newcastle . 

34.97 

37.97 

36.88 

39.19 

32. 16 

31.75 

30.00 

31.75 

31.00 

Bremen . 

40.00 

35.  50 

40.50 

32.00 

39.50 

30.50 

27. 50 

28.00 

27. 50 

27.00 

Dublin . 

38.03 

34.  97 

34.97 

36.13 

40.50 

30.50 

31.50 

32.00 

28.00 

27.00 

Belfast . 

38.88 

34. 97 

34.97 

36. 13 

39.50 

29.  .50 

30. 50 

32.00 

28.00 

26.  50 

Dundee . 

43.28 

40. 78 

39.38 

40. 91 

40. 59 

32. 16 

32. 31 

34. 50 

32.50 

31.50 

Aberdeen . 

41.07 

33.90 

39. 25 

40.  91 

44.81 

34.07 

34.88 

30.05 

31.50 

Manchester . 

31.21 

35.16 

34. 06 

39.19 

29. 44 

24. 13 

24. 50 

Southampton . 

41.88 

40.  78 

36.56 

. 

32/25 

31.75 

28.25 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


499 


Table  No.  11. — Through  export  rates  on  flour  from,  Minneapolis ,  Minn to  foreign  ports 
named,  reported  as  obtainable  on  dates  indicated  for  shipment  ria  rail-la ke-and -rail 
routes  to  Atlantic  seaboard,  thence  via  ocean. 

[In  cents  per  100  pounds.] 


To— 

Rates,  1905. 

June  6. 

June  13. 

June  20. 

_ 

June  27. 

July  4. 

July  11. 

July  18. 

July  25. 

Aberdeen . 

28. 60 

28. 05 

28. 05 

28. 00 

28. 05 

30. 25 

31.00 

28. 05 

Amsterdam . 

25. 00 

25.  00 

25. 00 

24. 50 

24. 00 

24.  00 

25.  00 

25.  00 

Antwerp . 

22.  75 

23. 00 

22. 00 

23. 00 

22.  00 

23. 00 

22.  00 

23. 00 

Belfast . 

26.50 

26.  50 

26. 50 

26.  00 

26. 50 

26. 50 

26. 50 

26. 50 

Bremen . 

26. 00 

26. 00 

25.00 

26. 00 

26. 00 

25.  00 

25. 00 

25. 00 

Bristol . 

24.00 

25.  00 

25.  00 

25.  00 

24.  00 

24.  00 

24.  00 

25.  00 

Christiania . 

29. 00 

28. 00 

28. 00 

28.  00 

28.  00 

28. 00 

28.  00 

28.  00 

Copenhagen  . 

29. 00 

28.  50 

28. 00 

28. 00 

28. 00 

28.00 

28.  00 

28. 00 

Dublin . 

26.  50 

26.  50 

26.  50 

26. 00 

26.  50 

26. 50 

26.  50 

26.  50 

Dundee . 

31.00 

31.00 

31.00 

30.  00 

30. 00 

31.00 

31.00 

31.  00 

Glasgow . 

22. 00 

22. 50 

22.  00 

22.  00 

21.00 

22. 00 

22. 00 

22. 00 

Hamburg . 

27. 00 

27. 00 

27. 00 

27.  00 

27.00 

26. 00 

26. 00 

26.  00 

Hull . 

30. 25 

29. 00 

29. 25 

28. 25 

31.00 

28. 25 

30.  25 

31.06 

Leith . 

25.  00 

25. 00 

25. 00 

24.  00 

24.  00 

24.  00 

24.00 

25. 00 

Liverpool . 

21.00 

22. 00 

21.00 

21.00 

21.00 

21.00 

21.00 

21. 00 

London  . 

22. 00 

22. 00 

22.00 

22. 00 

21.00 

21.00 

22. 00 

22.00 

Manchester . 

Newcastle . 

22. 50 
31.66 

22. 00 
29. 40 

22. 00 
26.  75 

22.  00 
26.  72 

22.00 

31.00 

22. 00 

22.00 

22. 00 
31.06 

Rotterdam . 

24. 00 

24. 00 

24. 00 

23.  50 

23.  00 

23.  00 

24.00 

24. 00 

Southampton . 

30. 25 

29.  25 

28. 25 

28. 25 

28. 25 

28. 25 

28.  25 

28. 25 

To— 

Aug.  1 

Aug.  8. 

Aug.  15. 

Aug.  22. 

Aug.  29. 

Sept.  5. 

Sept.  12. 

Sept.  19. 

Aberdeen . 

31.00 

31.00 

31.00 

31. 50 

33.00 

33.00 

32. 47 

32. 47 

Amsterdam . 

25.00 

26. 00 

26. 00 

27. 00 

27.  00 

27. 00 

27. 00 

27.  00 

Antwerp . 

25.  00 

23. 00 

23. 00 

24.00 

26.00 

26. 00 

26.  00 

26.  00 

Belfast . 

25.50 

26. 50 

26. 50 

26.  50 

26. 50 

26.50 

26. 50 

26.  50 

Bremen . 

25.00 

26. 00 

26.  00 

27.00 

27. 00 

27.  00 

29.  00 

29.00 

Bristol . 

25.00 

25.00 

25. 00 

26.00 

27.  50 

27.  50 

28.  25 

28.  25 

Christiania . 

31.00 

28.00 

,28. 00 

28.  00 

31.00 

31.00 

30.00 

30. 00 

Copenhagen  . 

31.00 

28.00 

28. 00 

28. 00 

31.00 

31.00 

30.  00 

30. 00 

Dublin . 

25.50 

27.00 

27.00 

27.  00 

27.  00 

27.00 

27,00 

27. 00 

Dundee . 

31.00 

31.  00 

31.00 

31.  50 

31. 50 

31.  50 

32. 47 

32. 47 

Glasgow . 

22.00 

23. 50 

23.50 

25. 00 

26. 50 

26. 50 

25.  44 

25. 44 

Hamburg . 

25. 50 

27.00 

27. 00 

27;  00 

26.  00 

.  26. 00 

28. 00 

28.  00 

Hull . 

31.00 

31.00 

31.00 

31. 00 

30.  66 

30.  66 

31.  06 

31.  06 

Leith . 

29. 25 

26.00 

26.00 

26.00 

27.  00 

27.  00 

28. 00 

28.  00 

Liverpool  . 

21. 00 

22. 00 

22.  00 

22. 00 

22. 50 

22.  50 

24.  00 

24. 00 

London  . 

22.00 

22. 00 

22.00 

24.00 

25.  00 

25.  00 

25. 28 

25. 28 

Manchester . 

21.00 

23. 00 

23.00 

24. 50 

24. 00 

24. 00 

23.  75 

23.  75 

Newcastle . 

31.00 

31.00 

31.00 

31.00 

32. 66 

32. 66 

32.47 

32. 47 

Rotterdam . 

24.00 

25.  00 

25. 00 

26. 00 

26. 00 

26.  00 

26.  00 

26.  00 

Southampton . 

28. 25 

28. 25 

28. 25 

28. 25 

29. 50 

29.  50 

28.  25 

28. 25 

.500 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  12. — Ocean  freight  rates  on  four  from  Atlantic  seaboard  cities  to  foreign  ports , 
as  currently  quoted  at  Minneapolis  about  September  1  of  the  years  named. 

[In  cents  per  100  pounds.] 


Rates. 


From  New  York 
Amsterdam 
Antwerp  ... 
Copenhagen 
Glasgow .... 

Liverpool  . . 

London  . 

From  Boston  to — 

Amsterdam . 

Antwerp . 

Copenhagen . 

Glasgow . 

Liverpool . 

London . . . 

From  Baltimore  to — 

.  Amsterdam . 

Antwerp . 

Copenhagen . 

Glasgow . 

Liverpool  . 

London  . 

From  Philadelphia  to — 

Amsterdam . 

Antwerp . 

Copenhagen . 

Glasgow . 

Liverpool  . 

London  . 

From  Montreal  to— 

Amsterdam . 

Antwerp . 

Copenhagen . 

Glasgow . 

Liverpool . 

London  . 

From  Newport  News  to — 

Amsterdam . 

Antwerp . 

Copenhagen . 

Glasgow . 

Liverpool . 

London  . 


1892. 

1893. 

to — 

13.00 

16.00 

11.25 

14.06 

14.06 

13.  50 

. 

10.12 

11.25  ! 

1894.  1895. 


10.13 


14.06 


14.06 
9.84 
10.  69 

15. 00 
15.  00 


13.00 
11.00 
12. 65 


12. 66 


13.00 
9.84 
19.13 
8. 44 
5.  63 
7. 88 


9.00 
8.44 
16.88 
11.25 
6. 75 
9.84 


1896. 


14. 00 
14.  06 
17. 16 
12.  38 
14.06  | 
13.50 


1897. 


18.00 
11.25 
22.  .50 
9.84 
9.84 
11.25 


1898. 


13.  50 
11.25 
12. 66 

16.00 

18.28 


8. 44 
4.50 
7.88 

15. 00 


11.25 
5. 63 
9.84 

12.  00 


14.00 
14.00 
16. 88 


13.00 
8. 00 
10.13 


15.  00 
9.00 
11.25 


14. 06  18. 28 


8.  44 


15.47 
12.  66 
12. 66 

24. 13 
16. 08 


14.  62 
14.06 
16.88 


10. 13 
11.25 
10.13 


11.25 


14.06 
9.84 
13. 22 


14.06 
12.66 
14. 06 

16.00 

15.00 


11 


9.84 
9.84 
25 


19.  00 
16.00 


15.  00 
14.00 
16. 31 


16.88 


14. 08 
12. 66 
16. 31 


10. 72 
10.72 
13.39 

17.00 


14.00 

12.00 

14.00 


14.73 


13.39 
13. 39 
14.73 

19. 00 


9.38 
5. 36 
8.04 


17.00 
15. 50 
15. 50 


9.00 

10.00 


12.05 
6. 97 
10.71 

13.00 


12. 00 
8.00 
9.00 


14.  73 
12.  65 
15. 47 

16.00 
15.00 
20. 50 
14.00 
13.00 
15.00 


12.00 
12. 00 

13.50 

19.50 
16.88 


12.  66 
14.06 
14.06  , 


10.  71 
10.71 
12.05 

17.00 
15.00 
22.50 
15.00 
10.  50 
14.00 


17.00 
15. 47 
19.  69 
11.25 
7.88 
10.  69 


11.25 
7.88 
10.  69 

19.00 

15.00 

22. 50 
15.00 
10.00 

13.50 

18.00 

16.88 

24.50 
14.06 

9.84 
12. 66 


13.  40 
10.  72 
12. 05 

20.00 

14.  00 
22.00 
14.00 
10.00 
11.25 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


501 


Table  No.  12. — Ocean  freight  rates  on  flour  from  Atlantic  seaboard  cities  to  foreign  ports , 
as  currently  quoted  at  Minneapolis  about  September  1  of  the  years  named — Cont’d. 


[In  cents  per  100  pounds.] 


Rates. 

1899. 

1900. 

1901. 

1902. 

1903. 

1904. 

1905 

(Aug.  15) 

From  New  York  to — 

Amsterdam  . 

16. 00 

18.  00 

13. 00 

8. 50 

9.  00 

8.  00 

8.  00 

Antwerp . 

14. 06 

16. 88 

11.25 

8. 44 

8.44 

8.  44 

7.03 

Copenhagen . 

16.  88 

22. 50 

12.66 

10.00 

9.  00 

7.  00 

11.  00 

Glasgow . 

11.25 

16.  88 

6.00 

7. 44 

6.  75 

5.  00 

7.  31 

Liverpool  . 

12.  66 

16.28 

5.00 

8.44 

8. 44 

5.  00 

5.  63 

London  . 

14.  06 

20.  09 

7. 88 

8. 44 

8.44 

5.  00 

6.  75 

From  Boston  to— 

Amsterdam . 

18.00 

13.00 

10.00 

8.  00 

Antwerp . 

8.44 

8.  44 

Copenhagen . 

26.50 

12.  66 

10.  00 

9.  00 

6.00 

11.  00 

Glasgow . 

11.25 

16.88 

6.  75 

7.44 

6.  75 

4. 50 

7.87 

Liverpool  . 

12. 66 

16.88 

5.  62 

8.  44 

8.  44 

4.  00 

5.  00 

London  . 

14.06 

21.09 

9. 00 

9. 00 

X.  44 

5. 63 

6.  00 

From  Baltimore  to — 

Amsterdam . 

20. 00 

15. 00 

11.00 

11.00 

10.  00 

11.00 

Antwerp . 

12.00 

11.  00 

10. 00 

11.00 

10.00 

Copenhagen . 

23. 00 

22.41 

17. 00 

13.  00 

12.  00 

9.00 

13.  00 

Glasgow . 

13.  50 

20.  00 

9. 00 

11.00 

9.  75 

8.00 

9.00 

Liverpool . 

21.00 

7.00 

9.94 

9.94 

5.00 

7.  00 

London  . 

14. 06 

22.  50 

10.  00 

12.09 

11.44 

6. 00 

9.  00 

From  Philadelphia  to — 

Amsterdam . 

17.00 

20.  00 

14.00 

10.  00 

10. 00 

9.00 

10.00 

Antwerp . . 

16.  88 

18. 28 

12.66 

9.  00 

8.44 

9.00 

8.00 

Copenhagen . 

12.00 

11.00 

9.  00 

13.  50 

Glasgow . 

12.66 

18.28 

9.00 

9.50 

8. 72 

7.00 

9. 00 

Liverpool  . 

14.06 

18. 28 

7.69 

9.44 

9.44 

4.00 

6. 00 

London  . 

15.  46 

22. 50 

9.00 

11.25 

10. 44 

5.  00 

6.  00 

From  Montreal  to — 

Amsterdam . 

Antwerp . 

16.07 

10.72 

9.00 

Copenhagen . 

Glasgow . 

17.41 

7. 00 

10.  44 

8.04 

7. 00 

Liverpool  . 

16.07 

6. 50 

10. 44 

10.  44 

4.  00 

London  . 

21.  43 

10.  00 

10.  44 

6.  00 

From  Newport  News  to — 

Amsterdam . 

19.00 

15. 00 

11. CO 

10. 00 

11.00 

Antwerp . 

19.00 

12.  00 

10.00 

Copenhagen . 

Glasgow . 

21.  00 

9.14 

11.00 

7.00 

11. 00 

Liverpool . 

19.00 

9.  00 

9.94 

6. 00 

7.00 

London  . 

12.  00 

9.94 

8. 00 

7.00 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


‘  r. 


502 


Table  No.  13. — Ocean  rate s  on  flour  from  Atlantic  seaboard  cities  to  foreign  points  as 
currently  quoted  at  Minneapolis  on  dates  indicated  in  1905. 

[In  cents  per  100  pounds.] 


Rates. 


To— 


From  New  York. 


From  Boston. 


Aug.  15. 


Aug.  22.  Aug.  29.  Sept.  5. 


Sept.  19.  Aug.  15. 


Aug.  22.  Aug.  29.  Sept.  5. 


Sept.  19. 


Aberdeen . 

14.06 

14.06 

9.50 

7.03 

15. 47 
11.00 
7.03 

14.  06 
10. 50 
8.00 

14.06 

10.00 

11.25 

16.88 

12.00 

Amsterdam  .... 

8. 00 

12.00  . 

12.00 
8. 00  _ 

12.00 

A  nt.wern 

7.  OS 

Belfast _ _ 

Bremen . 

.  12. 00 

12.00 

12.  00 

12.00 

12. 00 

Bristol 

9  00 

9. 00 

9.  84 

9.84 

11.25 

Cardiff . 

.  14. 62 

14. 62 

14.62 

14. 62 

14.62 

Christiania . 

..  11.00 

11.00 

13.00 

12.00 

14.00 

11.00 

11.00 

13.00 

12.00 

13.00 

Copenhagen  ... 

..  11.00 

11.00 

13.00 

12.00 

14.00 

11.00 

11.00 

13.  50 

12.00 

13.00 

Cork _ 

Dublin _ _ 

Dundee . 

.  14. 06 

14. 06 

15. 47 

14.06 

15. 47 

Glasgow . 

..  7.31 

7. 88 

9. 00 

8. 44 

9.  48 

7. 87 

8.44 

9.00 

9.00 

9.00 

Gothenburg. . . . 

1 5. 50 

16. 50 

16.  00 

19.  00 

15. 50 

16.50 

16.00 

19. 50 

Hamburg  ....  . . 

J  11.00 

11.00 

12.00 

11.00 

12.  00 

11.00 

12.00 

12.00 

12.00 

12.00 

Havre _ 

12.  00 

12.00 

12.00 

12. 00 

Helsingfors _  _ 

15. 50 

16.50 

16.  00 

19.50 

15. 50 

16.50 

16. 00 

19. 50 

Hull  . . 

.  12. 66 

12.  66 

12.66 

14.  06 

14. 06 

12.66 

12. 66 

14. 06 

14.06 

14.06 

Leith  . 

.  14.00 

14.00 

15. 47 

15.  46 

15.  46 

Liverpool . 

5. 63 

5. 63 

7. 03 

7.03 

7.50 

5.00 

5. 00 

6.  75 

6.50 

6.75 

London  . 

. .  6. 75 

7.59 

7.  59 

8. 44 

8.44 

6.  00 

7. 59 

7.  59 

8.44 

8.44 

Londonderry  .. 

Manchester .... 

5.  00 

7. 03 

6.  75 

7. 50 

7.88 

5.  00 

5. 62 

6.  75 

6.  75 

7.00 

Newcastle . 

.  14.06 

14.06 

14. 06 

14. 06 

14.  06 

Rotterdam . 

. !  8. 00 

9.50 

11.00 

10.00 

10.00 

10.00 

10.00 

10.00 

10.00 

11.00 

Sligo . 

.  17.00 

19. 05 

19. 05 

Southampton  .. 

.  11.25 

11.25 

11.25 

11.25 

11.25 

11.00 

Stettin . 

..  11.00 

11.00 

13.50 

12. 00 

14.00 

11.00 

13.00 

12.66 

13.00 

St.  Johns,  New 

fonndland 

_  10.00 

12.50 

12.  50 

12.50 

12. 50 

- —  -  - -  - - 

. 

1 

Rates. 


To— 

From  Baltimore. 

From  Philadelphia. 

Aug.  5. 

Aug.  22. 

Aug.  29. 

Sept.  5. 

Sept.  19. 

Aug.  15. 

Aug.  22. 

Aug.  29. 

Sept.  5. 

Sept.  19. 

Aberdeen . 

16.  00 

16.  50 

16. 50 

17. 50 

17. 50 

16. 50 

16.50 

16.50 

16. 50 

17.50 

Amsterdam . 

11.00 

11.00 

12.00 

13.  00 

10.00 

11.00 

11.00 

11.00 

12.00 

Antwerp . 

10.00 

10.00 

10.00 

8. 00 

13.00 

8.00 

8.00 

8.00 

9.00 

13.00 

Belfast . 

11.50 

11.50 

11.. 50 

12. 50 

13.00 

12. 50 

14.00 

16.  00 

16.00 

Bremen 

12.  00 

12. 00 

12.  00 

13.  00 

Bristol 

14  00 

14.00 

14.00 

. 

14.00 

Cardiff 

1 1 . 50 

11.  50 

11.50 

11.50 

13.00 

Christiania . 

13.  00 

14.50 

14.50 

16. 50 

18.50 

13. 50 

13.50 

14.  50 

14.  50 

12.50 

Copenhagen  . 

13.00 

14.50 

14.  50 

16. 50 

18.  50 

13. 50 

13.50 

14. 50 

14.  50 

......... 

Cork  .... 

18. 00 

1,8.00 

16.  00 

19.00 

19.50 

17.  50 

Dublin . 

12.  00 

12.00 

12.  IK) 

13.  00 

13.50 

15.00 

15.00 

Dundee . 

16. 00 

16.  50 

16.  .50 

17.50 

17. 50 

15.00 

16.50 

16. 50 

16.  ,50 

16.50 

Glasgow . 

9.  00 

9.00 

9.00 

12.00 

9.00 

10.  00 

10.  00 

10.  00 

11.00 

Gothenburg . 

18.00 

17.50 

18.  .50 

21.50 

21 . 50 

18.  .50 

16.  50 

17.50 

17.50 

20.  50 

Hamburg . 

12.00 

12.00 

12.  GO 

13.00 

15. 00 

11.00 

11.00 

11.00 

11.00 

12.00 

Havre . 

13.  00 

12.00 

13.  (K) 

11.00 

Helsingfors . 

19.00 

17.  .50 

18.  50 

22. 50 

21.50 

19. 50 

16.  .50 

17.50 

17.50 

20. 50 

Hull 

17.  6ti 

1 7 . 6(j 

Leith . 

12.00 

12. 00 

12.00 

13.00 

14.00 

11.00 

11.00 

11.00 

12.00 

12.00 

Liverpool . 

7.00 

7.00 

7.00 

9.00 

6. 00 

6.  50 

8.00 

8.00 

8. 00 

London  . 

9.00 

9.  44 

8. 44 

10. 28 

10. 28 

6.00 

8.  44 

8.  44 

9.28 

9.28 

Londonderry 

15.  50 

15.  50 

15.  50 

17.50 

18.  00 

Manchester  .... 

7.00 

8.00 

8.00 

8.  00 

8.00 

Newcastle . 

19.06 

19.  06 

19. 69 

21.88 

15. 00 

16.50 

Rotterda  m . 

10.00 

10.00 

10.00 

12. 00 

9.00 

10.00 

10.00 

10. 00 

11.00 

Sligo . 

18.00 

18. 00 

18.00 

19.00 

19.50 

18.00 

20. 05 

Southampton 

Stettin  . . . . 

13.00 

14.  .50 

15.  50 

16. 50 

18.50 

13.50 

15. 50 

14.50 

14.50 

St.  Johns.  New- 

found  lain!  . 

12.  00 

12.  50 

12.50 

12.50 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


503 


Table  No.  13. — Ocean  rates  on  flour  from  Atlantic  seaboard  cities  to  foreign  points  as 
currently  quoted  at  Minneapolis  on  dates  indicated  in  1905 — Continued. 


[In  cents  per  100  pounds.] 


To — 

• 

Rates. 

From  Montreal. 

From  Newport  News. 

Aug.  15. 

Aug.  22.  Aug.  29. 

Sept.  5. 

Sept.  19. 

Aug.  15. 

Aug.  22. 

Aug.  29. 

Sept.  5. 

Sept.  12. 

Aberdeen . 

16.07 

13. 40 

16.07 

16.07 

Amsterdam . 

11.00 

10. 00 

11.00 

11.00 

12.00 

Antwerp . 

9. 00 

9. 00 

Belfast  . . 

Bremen . 

Bristol . 

9.64 

10. 00 

12. 05 

■Cardiff . 

Christiania . 

. 

Copenhagen  . 

Cork . 

. 

Dublin . 

Dundee . 

Glasgow . 

11.00 

10. 72 

10.  72 

11.00 

9. 00 

10. 00 

9. 00 

10. 00 

Gothenburg . 

Hamburg . 

12.  CO 

12.  00 

13.00 

13.00 

13.00 

Havre . 

Helsingfors . 

Hull  . 

Leith . 

* 

Liverpool . 

8.  04 

9.  64 

8. 44 
9.64 

9.84 

11.25 

7.00 
7.  00 

7.50 
9. 44 

9.50 

10.28 

9. 00 
10.28 

9.00 
10. 28 

London . 

7.50 

Londonderry  .... 

Manchester . 

9.00 

Newcastle . 

Rotterdam . 

10. 00 

9.00 

10. 00 

10.00 

11.00 

Sligo . 

Southampton  .... 

Stettin  .  /. . 

St.  Johns,  New¬ 
foundland  . 

12. 50 

12.  50 

♦ 

Table  No.  14. —  Various  through  export  rates  from  interior  United  States  points  to  points 
in  foreign  countries  as  quoted  on  the  dates  indicated  and  covered  by  special  tariffs  filed 
with  the  Interstate  Commerce  Commission. 


[In  cents  per  100  pounds.] 


Date. 

To  foreign  points. 

Route. 

Through 

rate. 

From  Kansas  City.  Mo.: 

Flour . 

1903. 
Oct,  1 

Bristol . 

Via  rail  and  lake  to  New 

30. 00 

Glasgow . 

York. 

. do . 

29. 03 

Gibraltar . 

. do . 

34.66 

London . 

Via  rail  and  lake  to  Phila- 

29. 80 

Amsterdam . 

delphia. 

Via  rail  and  lake  to  New 

30.80 

Liverpool . 

York. 

. do . 

30. 24 

Aberdeen . 

. do . 

36.50 

Rotterdam . 

Christiania . 

Via  rail  and  lake  to  Phila¬ 
delphia, 

. do . 

29. 80 

29. 80 

Copenhagen . 

. do . 

29.80 

3 

Glasgow . 

Via  Westwego . 

29.  08 

Rotterdam . 

. do . 

30. 05 

Belfast . 

Via  Galveston . 

32. 50 

Dublin . 

. do . 

32.  50 

Christiania . 

Via  rail  and  lake  to  Phila- 

30.  00 

8 

Hamburg . 

delphia. 

. do . 

31. 00 

15 

Bristol . 

Via  rail  and  lake  to  New 

31.56 

17 

Aberdeen . 

York. 

Via  Norfolk . 

32.48 

Rotterdam . 

. do . 

33. 00 

Durban . 

Via  rail  and  lake  to  New 

47.67 

20 

Aberdeen . 

York. 

Via  rail  and  lake  to  Balti- 

38.00 

23 

. do . . 

more. 

. do . 

38. 00 

24 

London . 

Via  rail  and  lake  to  Phila- 

33.00 

26 

Belfast . 

delphia. 

. do . 

33. 65 

504 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  14. —  Various  through  export  rates  from  interior  United  States  points  to  points 
in  foreign  countries  as  quoted  on  the  dates  indicated ,  etc. — Continued. 


[In  cents  per  100  pounds.] 


From  Kansas  City.  Mo. — Con 
Flour  (continued)  . 


♦ 


Date. 

i  To  foreign  points. 

Route. 

Through 

rate. 

1903. 
Oct.  28 

Glasgow . 

Via  Newport  News . 

33.00 

29 

Aberdeen . 

Via  rail  and  lake  to  New 

36.  80 

Dublin . 

York. 

Via  rail  and  lake  to  Phila- 

33.85 

30 

Hamburg . 

delphia. 

Via  Norfolk . 

31.00 

London . 

. do . 

31. 85 

Belfast . 

Via  rail  and  lake  to  Balti- 

33. 15 

Dundee . 

more. 

Via  rail  and  lake  to  Phila- 

37.00 

31 

London . 

delphia. 

Via  Norfolk . 

30.85 

Antwerp . 

Via  rail  and  lake  to  New 

31.00 

Dundee . 

York. 

Via  rail  and  lake  to  Phila- 

38.00 

1904. 
Oct.  1 

La  G  naira . 

delphia. 

Via  rail  and  lake  to  New 

34. 10 

6 

Glasgow . 

York. 

Via  rail  and  lake  to  Phila- 

24.  40 

7 

Rotterdam . 

delphia. 

VTr  Norfolk . 

26.  50 

La  Guaira . 

Via  rail  and  lake  to  New 

33. 10 

5 

Delagoa  Bay . 

York. 

. do . 

45.  91 

10 

Habana  . 

Via  New  Orleans  or  Mobile.. 

(«) 

12 

Glasgow . 

Vhi  rail  and  lake  to  Mon- 

23. 50 

14 

Delagoa  Bay . 

treal . 

Via  rail  and  lake  to  New 

45. 91 

London . 

York. 

Via  rail  and  lake  to  Phila- 

22. 90 

Copenhagen . 

delphia. 

. do . 

24. 90 

Glasgow . 

. do . 

23.  90 

Leith . 

. do . 

27.  40 

San  Juan . 

Via  rail  to  New  York . 

39. 10 

16 

. do . 

. do . 

38. 85 

London . 

Via  rail  and  lake  to  Phila- 

22. 90 

17 

La  Guaira . 

delphia. 

Via  rail  and  lake  to  New 

38.10 

Dublin . 

York. 

Via  New  Orleans . 

25. 50 

18 

La  Guaira . 

Via  rail  to  New  York . 

39.  85 

Barranquilla _ 

. do . 

70.  60 

Glasgow . 

Via  rail  and  lake  to  Mon- 

23. 50 

Aberdeen . 

treal. 

Via  rail  and  lake  to  Phila- 

31.40 

Glasgow . 

delphia. 

. do . 

23.90 

20 

Barranquilla . 

Delagoa  Bav . 

Via  rail  to  New  York . 

Via  rail  and  lake  to  New 

70.  60 
*43. 10 

1  „ 

Glasgow . 

York. 

Via  rail  and  lake  to  Balti- 

24. 60 

23 

Belfast . 

more. 

Via  New  Orleans . 

26. 00 

30 

London . 

Via  rail  and  lake  to  Phila- 

22.  90 

1905. 
Aug.  2 

Belfast . 

delphia. 

Via  New  Orleans . 

30.85 

Glasgow . 

. do . 

26. 05 

3 

Aberdeen  . 

Via  rail  and  lake  to  Balti- 

33. 05 

Belfast . 

more. 

. do . 

31.. 50 

Bristol . 

Via  rail  and  lake  to  New 

30.00 

Glasgow . 

York. 

Via  rail  and  lake  to  Mon- 

27.00 

London  . 

treal. 

27. 00 

Leith . 

Via  rail  and  lake  to  Phila- 

30.00 

Christiania . 

delphia. 

Via  rail  and  lake  to  New 

33.00 

5 

Manchester . 

York. 

Via  rail  and  lake  to  Mon- 

27.00 

Aberdeen . 

treal. 

Via  rail  and  lake  to  New 

33.05 

Christiania . 

York. 

Via  rail  and  lake  to  Balti- 

33.00 

6 

Abo . 

more. 

. do . 

39.00 

Leith . 

. do . 

30.00 

a  63  cents  per  sack  of  203  pounds 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


505 


Table  No.  14. —  I  'arious  through  export  rates  from  interior  United  States  points  to  points 
in  foreign  countries  as  quoted  on  the  dates  indicated,  etc. — Continued. 

[In  cents  per  100  pounds.] 


From  Kansas  City,  Mo.— Con. 
Flour  (continued) . 


I^ard . 

Lard  and  oleomargarine. 


Date. 

To  foreign  points. 

Route. 

1905. 

Aug.  6 

Copenhagen . 

Via  New  Orleans . 

Belfast . 

. do . 

London  . 

. do . 

8 

Amsterdam . 

Via  Newport  News . 

9 

London  . 

Via.  New  Orleans . 

Belfast . 

. do . 

Glasgow . 

. do . 

11 

. do . 

. do . 

London  . 

. do . 

Belfast . 

. do . 

14 

Glasgow . 

. do . 

16 

Belfast . 

. do . 

Glasgow . 

. do . 

18. 

London  . 

. do . 

Belfast . 

. do . 

London  . 

Via  rail  and  lake  to  Mon- 

Christiania . 

treal. 

Via  rail  and  lake  to  Balti- 

Copenhagen . 

more. 

. do . 

Aberdeen . 

Via  rail  and  lake  to  Phil  a- 

21 

Rotterdam . 

delphia. 

Via  Newport  News . 

Glasgow . 

Via  New  Orleans . 

Belfast . 

. do . 

London  . 

. do .  . 

Aberdeen . 

Via  rail  and  lake  to  New 

London  . 

York. 

Via  Westwego . 

Hamburg . 

. do . 

Glasgow . 

. do . 

Svendborg  . 

Via  rail  to  New  York . 

Got  hen  berg . 

. do . 

Copenhagen . 

. do . 

Hango . 

. do . 

22 

Belfast . 

Via  New  Orleans . 1 

Glasgow . 

. do . 

Liverpool . 

. do . 

London  . 

Dublin . 

Via  rail  to  Philadelphia . 

Via  rail  to  Baltimore . 

Glasgow . 

Via  Westwego . 

Liverpool . 

. do . 

23 

Belfast . 

Via  New  Orleans . 

San  Juan . 

Via  rail  to  New  York . 

London  . 

Via  Westwego . 

24 

. do . 

Via  New  Orleans . 

Hamburg . 

Via  Westwego . 

. do . 

Via  rail  to  Philadelphia . 

London . I _ 

Via  Newport  News . 

Belfast . 

Via  rail  to  Baltimore . 

26 

Rotterdam . 

Via  Norfolk . 

London  . 

Via  rail  and  lake  to  Phila- 

Bristol . 

delphia. 

Via  rail  and  lake  to  New 

28 

Belfast . 

York. 

Via  New  Orleans . 

San  J  uan . 

Via  rail  and  lake  to  New 

29 

Belfast . 

York. 

Via  New  Orleans . 

Liverpool . 

Via  Norfolk . 

Glasgow . 

. do . 

Aberdeen . 

. do . 

Hamburg . 

. do . 

Rotterdam . 

. do . 

London  _ 

. .  .do . 

Aberdeen . 

Via  rail  to  Baltimore . 

30 

Dublin  . . . 

. do . 

Belfast  .... 

. do . 

Leith . 

. do . 

1904. 

Oct.  5 

Liverpool . 

Via  Norfolk . 

Glasgow . 

Via  Philadelphia . 

11 

Leith . 

Via  rail  to  Baltimore . 

14 

Hamburg . 

. do . 

15 

Bremen  . 

_ do . 

Rotterdam . 

. do . 

Hamburg. . . 

. do . 

19 

Rotterdam  . 

...do . 

Copenhagen . 

. do . 

Through 

rate. 


31. 50 

30. 85 

26. 15 
29. 00 

26. 15 
30.  85 

25. 55 

25. 55 

26. 15 
30.  85 

25. 55 

30.85 

25. 55 

26. 15 

30. 85 
27.  00 


33.00 

33.00 

33.05 

28. 00 
27. 05 

30. 85 

26. 15 
33.05 

22. 15 
25. 45 

23. 50 
35. 00 
34. 00 
29.  00 
35. 00 

30.85 
27. 05 

26. 15 
23.00 
28. 00 

23. 50 

22. 00 

30. 85 
38.  50 

22. 15 

26.15 
26. 00 

26. 50 
24. 00 

27.50 
26. 00 
27. 07 


28.60 

29.  35 
37. 10 

29.  35 
23.00 
25.  00 
30.04 
28. 00 
25. 00 
24.00 
29.05 

27.50 
28.00 
28. 00 


36. 25 
24. 40 
51. 60 
47.00 
47.00 
42.  00 
43.00 
42.00 
is.  00 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


506 

Table  No.  14. —  Various  through  export  rates  from  interior  United  Stales  points  to  paint s 
in  foreign  countries  as  quoted  on  the  dates  indicated ,  etc. — Continued. 

[In  cents  per  100  pounds.] 


From  Kansas  City,  Mo. — Con. 
Lard . . 

Lard  and  oleomargarine 
oil. 

Lard . 

Tallow . 

Walnut  lumber . 

Walnut  logs . 

Walnut  lumber . 


Walnut  logs . 

Meadow  fescue  seed 


Canned  meats 


Packing  house  products. 
Provisions . 


From  East  St.  Louis,  Mo.: 
Flour . 


Date. 

To  foreign  points. 

Route. 

1905. 

Aug.  3 

Hamburg . 

Via  New  Orleans . 

Glasgow . 

. do . 

18 

Hamburg . 

Via  Newport  News . 

21 

. do . 

Via  Norfolk . 

21 

. do . 

Via  Westwego . 

24 

. do . 

. do . 

1903. 
Oct.  3 

Hamburg . 

Via  Norfolk . 

26 

. do . 

. do . 

Oct.  3 

. do . 

. do . 

London  . 

. do . 

Liverpool . 

. do . 

6 

Hamburg . 

.  .  .do . 

1904. 

Oct.  16 

Havre . 

Via  Galveston . 

18 

Hamburg . 

. do . 

1905. 
Aug.  8 

Liverpool . 

Via  Norfolk . 

London  . 

. do . I 

12 

Hamburg . 

. do . 1 

Harsens,  Denmark  . 

. do . 

Stockholm . 

. do . 

15 

Hamburg . 

. do . | 

16 

. do . 

. do . 

29 

Stockholm . 

. do . , 

1903. 
Oct.  2 

Leith . 

Via  Galveston . 

Havre . 

. do . 

1904. 
Oct.  6 

Leith . 

Via  Galveston . 

1903. 

Oct.  5 

Liverpool . 

Via  Norfolk . 

6 

. do . 

Via  New  Orleans _ 

15 

. do . 

Via  Norfolk . 

Glasgow . 

. do . 

1 

London . 

. do . 1 

22 

Liverpool . 

. do . 

26 

. do . 

. do . 

27 

London . . . 

. do .  . 

Liverpool . 

. do . 

Glasgow . 

. do . 

1904. 
Oct.  21 

Liverpool . 

Via  rail  to  Baltimore . 

1905. 

Aug.  21 

Glasgow . 

Via  New  Orleans . 

1904. 

Oct.  15 

Liverpool . 

21 

. do . 

Via  rail  to  Baltimore . 

20 

. do . 

. do . 

Rotterdam . 

. do . 

31 

. do . 

. do . 

1905. 

Aug.  11 

Liverpool . 

Via  rail  to  New  York . 

1903. 

Oct.  6 

Belfast . 

Via  New  Orleans . 

7 

Aguadilla,  P.  R . 

. do . 

8 

Mayaguez,  P.  R . 

. do . 

1905. 

Aug.  2 

7 

Leith . 

Via  Baltimore . i 

Ha  ban  a . 

ii 

Santiago . 

Christiania . 

Via  Baltimore . 

15 

Dublin . 

. do . 

19 

Scandinavian  ports. 

. do . 

21 

22 

Glasgow . 

Via  rail  to  Baltimore . 

Christiania . 

. do . 1 

23 

Leith . 

Via  Baltimore . 

Through 

rate. 


34.  CM) 
25. 55 
41.00 

23.00 
36.00 
36.  00 

47.00 
46.00 
39.  (X) 
40.00 
38.00 
40.00 

35. 50 

35.  50 

35. 50 
35.  50 
35. 00 
40. 94 

41.50 
35.  00 
35.00 
41.50 


55. 00 
55.00 

56.00 


53.00 
46. 00 
45.00 
47.  00 
46. 00 
50.  00 
.50.00 
50.00 
50.00 
51. 00 


36. 25 


40.00 


36. 33 
36. 25 
36. 33 
42.00 
42.00 


44. 25 


26. 35 

(«) 

(«) 


21.00 


(b) 

(*) 


26. 00 
23.00 
24.00 
20.00 


24.00 

22.00 


<i  Sixty-four  cents  per  sack. 


t>  Forty-seven  cents  per  sack. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


507 


Table  No.  14. —  Various  through  export  rates  from  interior  United  States  points  to  points 
in  foreign  countries  as  quoted  on  the  dates  indicated ,  etc. — Continued. 

[In  cents  per  100  pounds.] 


From  East  St.  Louis,  Mo. 
Continued. 

Flour  (continued) _ 


Lard . . 

Walnut  lumber 
Oil  cake . . 

Linseed  cake  ... 

Ixtle . . 

From  Omaha,  Nebr 
Flour . 


From  South  Omaha,  Nebr.: 
Lard . 


Lard  and  oleomargarine. 
Tallow . 


Packing  house  products. 

Bones . 

Hoofs . 


Date. 

To  foreign  points. 

i  Route. 

1905. 

Aug.  24 

Copenhagen . 

Via  Baltimore . 

Dublin . 

. do . 

Belfast . 

. do . 

15  to  31 

Hamburg . 

Via  Newport  News . 

Liverpool . 

. do. . . . 

Amsterdam . 

. do . 

Glasgow . 

. do . 

Rotterdam . 

. do . 

Amsterdam . 

. do . 

25 

Christiania . 

Via  rail  to  Baltimore . 

23 

Hamburg . 

Via  New  Orleans . 

26 

Christiania . 

Via  rail  to  Baltimore . 

30 

. do . 

. do . 

Gothenberg . 

. do . 

Copenhagen . 

. do . 

Wasa  . . . . . 

. do . 

12 

Belfast . 

. do .  . 

Londonderry . . 

. do . 

1904. 

Oct.  12 

Hamburg . 

Via  New  Orleans . 

18 

. do . 

. do . 

1905. 

Aug.  18 

1904. 

Ha  ban  a . 

Via  rail  to  New  York . 

Oct.  12 

Liverpool  . 

Via  Norfolk  or  Newport  News 

1904. 

Oct.  19 

Rotterdam . 

Via  rail  to  Baltimore . 

27 

Havre . 

Via  New  Orleans . 

1905. 

Aug.  15 
17 

Rotterdam . 

Via  rail  to  Baltimore . 

Hamburg . 

. do . 

1904. 

\ 

Oct.  27 

Rotterdam . 

Via  rail  to  Baltimore . 

1905. 

Aug.  12 

1903. 

Havre . 

Via  Westwego . 

Oct.  1 

London  . 

Via  rail  and  lake  to  Phila- 

3 

Glasgow . 

delphia. 

Via  rail  and  lake  to  New 

1 

to 

[London  . 

York. 

Via  rail  and  lake  to  Boston. 

31 

1 

Leith . 

Via  rail  and  lake  to  Balti- 

Glasgow . 

more. 

Via  rail  and  lake  to  Boston. 

Bristol . 

Via  rail  and  lake  to  New 

22 

London  . 

York. 

Via  rail  and  lake  to  Phila- 

24 

Glasgow . 

delphia. 

Via  rail  and  lake  to  New 

Leith . 

Y  ork . 

Via  rail  and  lake  to  Phila- 

delphia. 

1905. 

Aug.  5 

Manchester . 

Via  rail  and  lake  to  Mon- 

treal. 

1904. 

Oct.  1 

Hamburg . 

Via  Norfolk . 

11 

Leith . 

Via  rail  to  Baltimore . 

15 

Bremen . 

. do . 

Rotterdam . 

. do . 

Hamburg . 

. do . 

1 

Antwerp . 

Via  New  Orleans . 

27 

Liverpool . 

. do . 

15 

. do . 

29 

Antwerp . 

Via  New  Orleans . 

Genoa  /. . 

. do . 

Through 

rate. 


24.00 
23. 00 

22. 50 

21.50 
18. 00 
22. 00 
20.00 
20.  00 
21.00 
24. 00 

22. 50 
24.00 

25. 50 
30.  50 

25.50 

33.50 

22.50 

26. 50 

35. 00 
35.  00 


32.  00 
30.00 


21.00 
23.  50 


20. 00 
23.00 


12£0.  to 
Balt. 

43. 00 


30. 50 
30. 03 

31.04 

31.80 

30. 50 
32. 00 

33. 00 

33. 00 

34.00 

27.  00 


44.  00 
54.61 
50.00 
45. 00 
46.  00 
41.00 
38. 00 
39.33 
45. 00 
48. 00 


508 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  14. —  Various  through  export  rates  from  interior  United  States  points  to  points 
in  foreign  countries  as  quoted  on  the  dates  indicated ,  etc. — Continued. 

[In  cents  per  100  pounds.] 


From  Council  Bluffs,  Iowa: 
Flour . 


From  Chicago,  Ill. 
Lard . 


Soap . 

Pickled  meat . 

Hoofs . 

Feathers . 

From  Louisville,  Ky.: 

Unmanufactured  to 
bacco. 


Date. 

To  foreign  points. 

Route. 

1903. 
Oct.  1 

Bristol . 

Via  rail  and  lake  to  New 

Glasgow . 

York. 

. do . 

1-16 

. do . 

Via  rail  and  lake  to  Boston. 

3 

Leith . 

Via  rail  and  lake  to  Phila- 

Glasgow . 

delphia. 

Via  rail  and  lake  to  New 

. do . 

York. 

. do . 

31 

. do . 

. do . 

London . 

Via  rail  and  lake  to  Phila- 

1905. 
Aug.  24 

Bristol . 

delphia. 

Via  rail  and  lake  to  New 

Liverpool . 

York. 

. do . 

28 

. do . 

Via  rail  and  lake  t<»  Phila- 

1904. 
Oct.  6 

Hamburg . 

delphia. 

Via  New  Orleans . 

8 

. do . 

Via  Norfolk . 

1905. 
Aug.  15 
16 

Habana  . 

Via  Galveston . 

Stettin . 

. do . 

25 

Hamburg . 

26 

. do . 

28 

. do . 

29 

. do . 

Via  New  Orleans . 

Liverpool . 

. do . 

1904. 
Oct,  22 

London . 

. do . 

1905. 
Aug.  26 

1903. 
Oct.  10 

Ponce,  P.  R . 

Genoa . , . 

Via  New  Orleans . 

1904. 
Oct.  9 

. do . 

. do . 

1905. 
Aug.  25 

1903. 
Sept.  30 
to 

Oct.  8 

Hamburg . 

Antwerp . 

Via  New  Orleans . 

Belfast . 

. do . 

Glasgow . 

. do . 

Hamburg . 

. do . 

Leith . 

. do . 

Liverpool . 

. do . 

London . 

. do . 

Rotterdam . 

. do . 

Through 

rate. 


31.50 

‘29.  75 

30.50 
32.00 

32.88 

30.50 
34.00 
31.85 

30.00 

27. 00 

25. 50 


34.00 

40.00 


38.00 
44.00 
34.00 
34. 00 
34.00 
34.00 
32.50 

40.00 


42.00 

48.00 

46.00 

85.00 

45.00 


.54.00 
50.00 
48.00 
54.00 
43  00 
51  00 
47  00 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


509 


Table  Xo.  15.  —  Ocean  freight  rate*  from  Baltimore  to  Bremen  current  on  dates  named. 

[In  cents  per  100  pounds.] 


Articles. 


Apples,  green,  in  barrels  (rate  per  barrel) . 

Apples,  dried,  in  barrels . 

Bark  extract,  in  barrels  or  cases . 

Brewers’  grain,  compressed,  in  bags . 

Canned  meats . 

Canned  goods . 

Cheese,  in  boxes . 

Clover  seed . 

Corn  meal . 

Cotton-seed  oil . 

Cotton-seed  meal . 

Cotton-seed  cake . . . 

Cotton,  compressed . 

Dried  fruit,  in  barrels  or  cases  (California) . 

Flour,  in  bags . 

Flour,  in  barrels  (rate  per  barrel) . 

Glucose  and  grape  sugar . 

Lard,  in  tierces,  barrels,  or  half  barrels . 

Lard,  in  smaller  packages . 

Lard  oil,  in  barrels . 

Logs  and  lumber,  walnut,  oak,  hickory,  etc . 

Logs  and  lumber,  poplar,  whitewood,  etc . 

Lubricating  oil,  in  barrels . 

Oil  (lard,  oleo,  red),  in  barrels . 

Oil  cake . 

Provisions,  in  boxes,  tierces,  barrels,  or  half  barrels 

Provisions,  in  smaller  packages . 

Rolled  oats,  in  bags  or  cases . 

Rolled  oats,  in  barrels  (rate  per  barrel) . 

Starch,  in  bags . 

Starch,  in  cases . 

Sirup . 

Tallow . 

Timothy  seed . 

Tobacco,  Virginia . 

Tobacco,  manufactured . 


Rates. 

July  9, 

July  29, 

1904. 

1905. 

) 

75 

75 

19 

19 

25 

19 

12 

10 

17 

19 

20 

20 

20 

20 

17 

19 

10 

12 

17 

15 

10 

11 

10 

11 

17 

18 

30 

30 

10 

11 

35 

35 

17 

17 

17 

19 

20 

22 

17 

17 

16 

16 

19 

19 

16 

19 

17 

17 

10 

11 

17 

19 

20 

22 

15 

15 

30 

30 

12 

12 

12 

12 

17 

19 

17 

19 

20 

20 

25 

25 

30 

30 

Table  No.  16. — Ocean  freight  rates ,  Boston  to  Copenhagen,  Denmark. 


Articles. 


Rate. 


Agricultural  implements,  in  boxes 

Blacking,  in  crates . 

Corn,  in  bulk . 

Oatmeal,  in  sacks . 

Wheat,  in  bulk . 

Wheat  flour,  in  sacks . 

Cotton  cloths,  duck,  in  cases . 

Twine,  in  bales . 

Grease,  in  barrels . 

Boots  and  shoes,  rubber,  in  cases.. 

Wire,  in  bundles . 

Printing  press  and  parts,  in  cases.. 

Sole  leather,  in  rolls . 

Boots  and  shoes,  leather,  in  cases.. 

Oranges,  in  cases . 

Lard,  in  tierces . 

Tallow,  in  tierces . 

Bacon, in  boxes . 

Hams,  in  boxes . 

Pork,  fresh,  in  tierces . 

Timothy  seed,  in  bags . 

Sirup,  in  barrels . 


11s.  6d.  per  40  cubic  feet. . 

20s.  per  40  cubic  feet . 

Is.  to  2s.  per  quarter  (480) 
11  cents  per  100  pounds. . . 
Is.  to  2s.  per  quarter  (480) 
11  cents  per  100  pounds. . . 
20  cents  per  40  cubic  feet . 
10s.  6d.  per  40  cubic  feet. . 

21s.  3d.  per  gross  ton . 

17s.  6d.  per  40  cdbic  feet. . 

11s.  3d.  per  gross  ton . 

15s.  per  40  cubic  feet . 

20s.  per  40  cubic  feet . 

_ do . 

_ do . 

21s.  3d.  per  gross  ton . 

_ do . 

_ do . 

_ do . 

_ do . 

18  cents  per  100  pounds. . . 
13s.  9d.  per  gross  ton . 


Approximate 
rate,  in  cents 
per  100 
pounds. 


12. 32 
21. 43 
7.5 
11.0 
7.5 
11.0 
21.  43 
11. 25 
22. 77 
18.  75 
12. 05 
16.07 

21.  43 
21.43 
21. 43 

22.  77 
22. 77 
22.  77 
22.  77 
22.77 
18.0 
14.73 


510 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  17.  —  Ocean  freight  rate*  from  New  York  to  ( lenoa ,  Italy. 


Articles. 


Rate. 


Agricultural  machinery  and  implements . 

Asbestos,  crude . 

Axles,  car . 

Beans,  in  bags . 

Cereals,  light,  in  boxes  and  barrels . 

Codfish,  in  packages. . 

Coffee  . 

Corn  meal,  in  bags . 

Cotton,  compressed,  in  bales . 

Flour,  in  bags . 

Hardware . . 

Iron,  pig . 

Lead,  pigs . 

Machinery,  pieces  not  exceeding  2  tons . 

Oatmeal,  in  bags  . . . 

Oil,  fish  and  cotton-seed,  in  barrels . 

Oil,  lubricating,  in  barrels . 

Pipe,  iron,  not  over  4  inches  diameter  outside  meas¬ 
urement. 

Provisions,  in  large  packages,  namely:  Bacon,  beef, 
in  tierces,  etc.;  fish,  canned,  of  all  kinds;  grease, 
in  tierces,  etc.;  hams,  lard,  in  tierces,  etc.;  lard,  in 
boxes  or  cases;  meats,  boxed;  meats,  canned;  oleo, 
in  tierces,  etc.;  pork,  in  tierces,  etc.;  tallow,  in 
tierces,  etc. 

Seed,  clover,  in  bags . 

Seed,  timothy,  in  bags . 

Starch,  in  bags  and  boxes . 

Sugar,  in  bags . . 

Sugar,  in  barrels . 

Tobacco,  Virginia . 

Wheels,  car,  loose . 


$3  per  40  cubic  feet. 

§2.40  per  ton  2,240  pounds. 

§2.10  per  ton  2,240  pounds. 

§3.00  per  ton  2,240  pounds. 

§6  per  ton  2,240  pounds. 

§3.00  per  ton  2,240  pounds. 

§4.80  per  ton  2,240  pounds. 

§3.00  per  ton  2,240  pounds. 

15  cents  per  100  pounds;  no  primage. 
§2.40  per  ton  2,240  pounds. 

§3.00  per  ton  2,240  pounds. 

§2.40  per  ton  2,240  pounds. 

Do. 

§3  per  ton  2,240  pounds. 

§3.00  per  ton  2,240  pounds. 

§3  per  ton  2,240  pounds. 

§2.40  per  ton  2,240  pounds. 

Do. 

§3.00  per  ton  2,240  pounds. 


Do. 

§4.20  per  ton  2,240  pounds. 

§3  per  ton  2,240  pounds. 

§2.40  per  ton  2,240  pounds. 

§3  per  ton  2,240  pounds. 

§2.40  per  ton  2,240  pounds:  no  primage:  no 
allowances. 

§2.40  per  ton  2,240  pounds. 


Table  No.  18. — Ocean  freight  rates  from  New  Orleans,  La.,  to  Genoa,  Italy. 

[In  cents  per  100  pounds.] 


Articles. 


Ocean 

rate. 


Corn,  in  bulk . 

Corn  meal,  in  sacks . 

Wheat,  in  bulk . 

Wheat  flour,  in  sacks . 

Dried  grains  and  malt  sprouts, in  sacks... 
Cotton,  unmanufactured: 

Upland  and  other,  in  bales . 

Linters,  in  bales . 

Fertilizers,  phosphates,  crude,  in  bulk 
Grease,  grease  scraps,  and  all  soap  stock, 

in  barrels . 

Iron  rails  for  railways,  in  bulk . 

Rosin,  in  barrels . 

Turpentine,  spirits  of,  in  barrels . 

Oil  cake  and  oil-cake  meal: 

Cotton  seed,  in  bags . 

Flaxseed  or  linseed,  in  bags . 

Oil,  cotton-seed,  in  barrels . 

Provisions,  comprising  meat  and  dairy 
products: 

Tallow,  in  barrels . 

Bacon,  in  boxes . 


13. 33 
16.00 
13. 33 
16.00 

25.  00 

35. 00 
35. 00 
16.08 

22.00 
13. 40 
16. 08 

26.  79 

16.08 
16. 08 
22.  66 


22. 00 
22.00 


Articles. 

Provisions,  comprising 
products — Continuec 
Hams,  in  hoxos _ 

■  meat  and  dairy 

Pork,  salted  or  pickled,  in  boxes  or 
barrels . . 

Lard,  in  tierces,  ba 
Lard  compounds  a 
(cottolene,lardii 
barrels,  etc _ 

rrels,  etc . 

nd  substitutes  for 
le,  etc.),  in  tierces, 

Oleo,  the  oil ,  in  tierces,  barrels,  etc  . . . 
Rice,  in  bags . . 

Clover  seed,  in  bae\s . . 

Steel  rails,  for  railways 
Tobacco,  and  manufa< 
hogsheads . 

',  in  bulk . 

Mures  of,  leaf,  in 

Wood  and  manufactur 
Timber,  sawed,  in  1 
Timber,  hewn,  in  b 
Boards,  deals,  and 
Shooks,  box,  in  bul 
Staves, in  bulk  . . . . 

es  of: 

nilk . 

ulk . 

planks, in  bulk.... 
k . ; . 

Headings,  in  bulk 

Ocean 

rate. 


22. 00 

22.00 

22.00 


22. 

22. 

16. 

18. 

13. 

37. 

22. 

22! 

22. 

24. 

23. 

23. 


SSSS8S  S  feSSSS 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


511 


Table  No.  19. — Seasons’  average  rates  on  wheat,  and  corn,  Chicago  to  Buffalo  by  lakey 
and  Buffalo  to  New  York  by  canal  and  river ,  1869  to  1904,  inclusive. 


Chicago  to  Buffalo,  by  lake.  !  Buffal°  to  NewJ«rrk- b>'  canal  and 


Seasons. 

Wheat. 

Corn. 

Wheat. 

Corn. 

In  cents 

In  cents 

In  cents 

In  cents 

In  cents 

In  cents 

In  cents  In  cents 

per 

per  100 

per 

per  100 

per 

per  100 

'  per 

per  100 

bushel. 

pounds. 

bushel. 

pounds. 

bushel. 

pounds. 

bushel. 

pounds. 

1869  to  1873 . 

6. 77 

11.28 

6. 26 

11.18 

10. 96 

18.27 

9.80 

17. 50 

1874  to  1878 . 

3. 16 

5. 26 

2.86 

5.11 

7.07 

11.78 

6.  34 

11.32 

1879  . 

4.  74 

7.90 

4.27 

7.63 

6. 86 

11.43 

6.17 

11.02 

1880  . 

5.  76 

9.  60 

5.  34 

9.54 

6.51 

10. 85 

5. 80 

10. 36 

1881 . 

3.44 

5. 74 

2.97 

5. 30 

4,75 

7.  91 

4.  30 

7.68 

1882  . 

2.  50 

4.17 

2. 29 

4.10 

5. 39 

8.  98 

4.94 

8.82 

1883  . 

3.41 

5.  68 

3.10 

5.54 

4.  96 

8.  27 

4.56 

8. 14 

Average  5  years.  . 

3.97 

6.  62 

3.59 

6. 42 

5.  69 

9.49 

5. 15 

9. 20- 

1884  . 

2.18 

3.  63 

1.94 

3. 46 

4.13 

6. 88 

3.  70 

6.61 

1885  . 

2.  02 

3.37 

1.83 

3.27 

3.  85 

6.42 

3.55 

6.  34 

1886  . 

3.68 

6.13 

3.  42 

6.11 

5. 03 

8.38 

4. 56 

8.14 

1887  . 

4. 13 

6. 88 

3.82 

6.82 

4.38 

7.30 

4.06 

7. 25 

1888  . 

2.  56 

4.27 

2.  32 

4.14 

3.37 

5.  62 

3.09 

5.52 

Average  5  vears . 

2. 91 

4. 86 

2.  67 

4.  76 

4.15 

6.92 

3.  79 

6. 77 

1889  . 

2. 51 

4.18 

2. 26 

4.04 

4. 38 

7. 30 

3.  93 

7.02 

1890  . 

1.96 

3.27 

1.69 

3.02 

3.  89 

6.48 

3.41 

6.09 

1891 . 

2.38 

3.  97 

2.20 

3.93 

3.  58 

5. 97 

3.16 

5.64 

1892  . 

2.19 

3.65 

1.94 

3.50 

3.42 

5.70 

3.09 

5.52 

1893  . 

1.66 

2.77 

1.  45 

2.59 

4.  65 

7. 75 

4.26 

7.61 

Average  5  years . 

2.14 

3.57 

1.91 

3. 42 

3.98 

6.64 

3.57 

6.38 

1894  . 

1.27 

2. 12 

1.13 

2. 02 

3. 17 

5. 28 

2.86 

5.11 

1895  . 

1.92 

3.20 

1.76 

3. 14 

2. 19 

3.65 

1.95 

3.48 

1896  . 

1.61 

2.  68 

1.44 

2.57 

3.  77 

6.28 

3.50 

6.25 

1897  . 

1.53 

2.55 

1.42 

2.54 

2. 82 

4.70 

2.  37 

4.23 

1898  . 

1.55 

2.58 

1.40 

2.  50 

2. 87 

4.78 

2.43 

4.34 

Average  5  years . 

1.58 

2.63 

1.43 

2.  55 

2.  96 

4.94 

2.62 

4. 68 

1899  . 

2.71 

4.52 

2.48 

4.43 

2.94 

4.90 

2.51 

4. 46 

1900  . 

1/88 

3.13 

1.71 

3.05 

2. 54 

4.23 

2. 31 

4.13 

1901 . 

1.62 

2.70 

1.47 

2.  63 

3.52 

5. 87 

3.17 

5. 66 

1902  . 

1.48 

2. 47 

1.38 

2.47 

3.77 

6.28 

3. 48 

6.  21 

1903  . 

1.40 

2.32 

1.27 

2.27 

4.04 

6. 73 

3.69 

6.59 

Average  5  years . 

1.82 

3.03 

1.66 

2. 97 

3.36 

5. 60 

3.  03 

5. 41 

1904  . 

1.53 

2. 55, 

1.38 

2. 46 

3. 18 

5.  30 

2.  70 

4.82: 

51 2 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  20. — Seasons' average  freight  rates  on  wheat  and  corn  from  Chicago  to  Xew 
York •  via  lake ,  canal ,  and  river ,  1869  to  1904 ,  inclusive. 


Seasons. 


1869  to  1873 
1874  to  1878 

1879  . 

1880  . 

1881 . 

1882  . 

1883  . 


Average  5  years 


1884 

1885 

1886 

1887 

1888 


Average  5  years 


1889 

1890 

1891 

1892 

1893 


Average  5  years 


1894 

1895 

1896 

1897 

1898 


Average  5  years 


1899 

1900 

1901 

1902 

1903 


Average  5  years 


Wheat. 

Corn. 

In  cents 
per  bush¬ 
el  of  60 
pounds. 

In  cents 
per  100 
pounds. 

In  cents 
per  bush¬ 
el  of  56 
pounds. 

In  cents 
per  100 
pounds. 

17. 71 
10. 23 

29. 52 
17.05 

16.06 

9.19 

28. 68 
16.  41 

11.60 

19. 33 

10. 43 

18. 57 

12. 27 

20. 45 

11.14 

19.89 

8.19 

13. 65 

7.26 

12.  96 

7. 89 

15. 13 

7.23 

12.  91 

8.37 

13.  95 

7.66 

13. 68 

9.66 

16. 50 

8. 74 

15.60 

6.  31 

10.18 

5.  64 

10. 07 

5.  87 

9. 78 

5. 38 

9.61 

8.  71 

14. 52 

7.98 

14. 25 

8. 51 

14.18 

7.88 

14.07 

5. 93 

9.88 

5.  41 

9.66 

7.07 

11.71 

6. 46 

11.53 

6. 89 

11.48 

6.19 

11.05 

5.85 

9.  75 

5.10 

9. 11 

5.  96 

9.93 

5. 36 

9.57 

5.  61 

9.35 

5.03 

8.98 

6. 31 

10.  52 

5.  71 

10. 19 

6.1*2 

10. 21 

5. 48 

9.78 

4.44 

7.40 

3.99 

7.13 

4. 11 

6.85 

3.71 

6. 63 

5.38 

8. 97 

4.94 

8.82 

4.35 

7. 25 

3.79 

6. 77 

4.42 

7. 37 

3.83 

6.84 

4.54 

7.57 

4.05 

7.24 

5. 65 

9. 42 

4.99 

8.91 

4.42 

7. 37 

4.02 

7.18 

5.14 

8. 57 

4.64 

8. 29 

5. 25 

8.  75 

4.86 

8.68 

5.  44 

9.07 

4.96 

8.  S6 

5. 18 

8.  64 

4.69 

8. 38 

4.71 

7.85 

1 

4.08 

7.28 

1904 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


513 


Table  No.  21. — Through  freight  raus  on  import  traffic  from  British  and  continental 
ports  to  San  Francisco  via  Atlantic  and  Gulf  ports,  as  in  effect  March  28,  1905. 

[Per  100  pounds.] 


Commodities. 


Ale  and  beer . 

Books . . . 

Boots  and  shoes . 

Brushes . 

Buttons . . . 

•Cash  meres . 

Champagne . 

Cheese . 

Chemicals  (common) . 

Chinaware . 

Chocolate . 

Clocks . . 

€ombs . . 

Crockery . 

Cutlery . 

Earthenware . 

Fuller’s  earth  (C.  L.,  minimum  weight 40, 000 pounds). 

Glass,  plate,  under  6  feet  in  length . . . 

Glass,  window,  under  6  fdet  in  length . 

Glassware,  common . 

Glassware,  fine . 

Gloves . 

Lace  goods . 

Leather  ware . 

Linen . 

Liquors: 

Whisky,  gin,  and  rum,  C.  L . 

Whisky,  gin,  and  rum,  L.  C.  L . 

Macaroni . 

Mustard . 

Nutmegs ...: . 

Perfumery . 

Pins  and  needles . 

Ribbons . 

Silks . . 

Spices . 

Sponges . 

Tea . 

Worsted  goods . , . 

Woolen  goods . 


Rates. 


From  British  ports  to 
San  Francisco  and 
common  points. 

From  continental 

ports  to  San  Fran¬ 
cisco  and  common 
points. 

Via  Atlan- 

Via  Gulf 

Via  Atlan- 

Via  Gulf 

tic  ports. 

ports. 

tic  ports. 

ports. 

$0.93 

$0.93 

$0. 93 

$0. 93 

1.75 

1.75 

1.75 

1.75 

2.18 

2. 18 

2.18 

2. 18 

1.63 

1.63 

1.63 

1.63 

1.20 

1.20 

1.20 

1.20 

2.72 

2.  72 

2.72 

2.  72 

1. 50 

1.50 

1.50 

1.50 

1.09 

1.09 

1.09 

1.09 

1.36 

1.36 

1.36 

1.36 

1.63 

1.63 

1.30 

1.30 

1.91 

1.91 

1.91 

1.91 

1.91 

1.91 

1.91 

1.91 

1.71 

1.71 

1.36 

1.36 

.95 

.95 

.95 

.  95 

3. 00 

3. 00 

1.63 

1.63 

.85 

.85 

.95 

.95 

.84 

.84 

1.09 

1.09 

.85 

.85 

.98 

.98 

.80 

.80 

1.15 

1.15 

1.15 

1.15 

3.  21 

3. 21 

1.42 

1.42 

2. 72 

2.  72 

2.  72 

2.  72 

3.75 

3.75 

2. 72 

2.72 

1.42 

1.42 

1.42 

1.42 

1.91 

1.91 

1. 91 

1.91 

1.25 

1.25 

1.  25 

1.25 

1.50 

1.50 

1.50 

1.50 

1.09 

1.09 

1.50 

1.50 

1.09 

1.09 

1.09 

1.09 

1.09 

1.09 

1.09 

1.09 

1.63 

1.63 

1.63 

1.63 

1.09 

1.09 

1.15 

1.15 

2. 72 

2.  72 

2.  72 

2.72 

2.  72 

2.72 

2. 72 

2.  72 

1.09 

1.09 

1.09 

1.09 

3.27 

3. 27 

3. 27 

3. 27 

1.93 

1.93 

2.68 

2.68 

2. 68 

2.68 

2. 18 

2.18 

S.  Doc.  244,  59-1 - 33 


514 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  22. — Through  rates  on  import  traffic  from  Liverpool ,  England ,  to  points  in 

Texas,  via  New  Orleans. 

[In  cents  per  100  pounds.] 


Articles. 

Rates. 

L.  C.  L. 

C.L. 

Through. 

Ocean. 

Inland. 

Through. 

Ocean. 

Inland 

Bags,  burlaps,  gunny,  jute . 

71.72 

10. 72 

61.00 

57.  72 

10. 72 

47.00 

Burlaps . 

71.  72 

10.72 

61. 00 

57. 72 

10. 72 

47.00 

Bagging,  bale  ties,  and  knuckles . 

71.  72 

10. 72 

61.00 

31.72 

10. 72 

21.00 

Cement . 

35. 72 

10. 72 

25.  00 

China,  majolica,  and  porcelain  wares  ... 

119.00 

32.00 

87.00 

119.  00 

32.00 

87.00 

China  clay . 

75.  72 

10.  72 

65.00 

29.  72 

10.  72 

19.  00 

Chloride  of  zinc . 

71.72 

10. 72 

61.00 

57.72 

10.  72 

47.00 

Crockery,  in  barrels  or  boxes . 

63.00 

16.00 

47.00 

94.00 

16.00 

78.00 

Crockery,  in  crates,  tierces,  casks,  or 

hogsheads . 

63.00 

16.  00 

47.00 

81.00 

16.  00 

65.00 

Cotton  piece  goods . 

84. 60 

23. 60 

61.00 

84.60 

23. 60 

61.00 

Cyanide  of  potassium . 

103.00 

16.00 

87.00 

103. 00 

16.00 

87.00 

Drugs,  in  boxes . 

142. 00 

55. 00 

87.00 

142.  00 

55. 00 

87.00 

Earthenware  (see  Crockery). 

Fuller’s  earth,  in  casks . 

72.  00 

11.00 

61.00 

47.00 

11.00 

36.00 

Glass  (window),  measurement  not  ex- 

ceeding  68  united  inches . 

83.00 

22. 00 

61.00 

67.00 

•  22. 00 

45. 00 

Glassware  (common) . 

94.10 

16. 10 

78.00 

77.10 

16.10 

61.00 

Iron  articles,  bar,  band,  boiler,  or  rod  . . . 

71.72 

10.  72 

61.00 

42.72 

10. 72 

32.00 

Mineral  waters,  in  glass,  cans,  or  jugs _ 

91.00 

26.00 

65.00 

58.00 

26.00 

32.00 

Paper  stock . 

35.  72 

10.  72 

25. 00 

Soda: 

Ash,  in  barrels  or  casks . 

71.72 

10.  72 

61.00 

45. 72 

10.  72 

35.00 

Caustic,  in  barrels  or  casks . 

71.72 

10.  72 

61.00 

45.  72 

10.72 

35.00 

Bicarbonate . 

75.  72 

10.  72 

65.00 

45.  72 

10.72 

35. 00 

Stoneware  (see  Crockery). 

Sulphate  of  copper . 

71.72 

10.  72 

61.00 

57. 72 

10. 72 

47.00 

Tin  plate . 

71.  72 

10.  72 

61.00 

57.72 

10.  72 

47.00 

Toys . 

142. 00 

55.  00 

87.00 

142.00 

55.00 

87.00 

Wine,  whisky,  brandy,  and  cordials: 

In  glass . 

94.00 

35.00 

59.00 

94.00 

35.00 

59.  00 

In  wood . 

94.00 

35. 00 

59.00 

94.00 

35.00 

59.00 

Table  No.  23. — Through  import  rates  from  various  foreign  ports  named  to  interior  western 

points  in  the  United  States  via  New  Orleans. 

[Per  100  pounds.] 


Articles. 

Rates. 

From 
Liver¬ 
pool, 
England, 
to  Phoe¬ 
nix,  Ariz. 

From 
Genoa, 
Italy,  to 
Denver, 
Colo. 

From 
Leith, 
Scotland, 
to  Den¬ 
ver,  Colo. 

From  Hamburg,  Ger¬ 
many,  to — 

From  Ham¬ 
burg,  Antwerp, 
and  Rotterdam 
to— 

Den¬ 

ver, 

Colo. 

Colorado 

Springs, 

Pueblo, 

and 

Trinidad. 

Ogden 

and 

Salt 

Lake 

City, 

Utah. 

Colo¬ 

rado 

com¬ 

mon 

points. 

Ogden 

and 

Salt 

Lake 

City, 

Utah. 

Earthenware,  L.  C.  E . 

Vermuth,  C.  L . 

$2. 50 

81.30 

81.30 

81.35 

Whisky: 

In  cases,  L.  C.  L . 

81.25 

1.00 

% 

In  casks,  L.  C.  L . 

Crockery,  L.  C.  L . 

.81 

.68 

.99 

.81 

.99 

82. 85 

Dry  chemicals,  L.  C.  L . 

Filter  paper,  L.  C.  L _ .... 

1.36 

1.37 

Glassware,  in  cases,  L.  C.  L. 

Metal  ware  and  balances, 
L.  C.  L . . 

Enameled  iron  hollow  ware. 

81.51 

82. 61 

Potash,  C.  L . 

.52 

Toys,  in  cases,  L.  C.  L . 

3.38 

Potash,  C.  L . 

.60 

.60 

DIGEST  OE  HEARINGS  ON  RAILWAY  RATES. 


515 


Table  No.  24. — Through  rates  on  import  traffic  from  Antwerp ,  Belgium ,  to  points  in  the. 

United  States. 


[In  cents  per  100  pounds.] 


Through  rates  to— 

Articles. 

Wheeling, 
W.  Va. 

Pitts¬ 
burg,  Pa. 

Cleve¬ 

land, 

Ohio. 

Toledo, 

Ohio. 

Detroit, 

Mich. 

Buffalo, 
N.  Y. 

V 

Window  glass,  L.  C.  L . 

31 

38 

27 

Window  glass,  C.  L . 

25 

26 

24 

Surface-coated  paper,  L.  C.  L . 

39 

40 

Surface-coated  paper,  C.  L . 

27 

28 

Wool  grease . 

25 

26 

24 

Hops . 

Straw  covers . 

Toys . 

58 

57 

57 

Crockery . 

41 

40 

40 

Plate  glass,  L.  C.  L . 

47 

57 

45 

Plate  glass,  C.  L . 

33 

38 

32 

Glassware . 

46 

45 

Green  hides . . . 

Earthenware . 

Wire  rope . 

37 

Netting . 

125 

131 

Palm  fiber . 

54 

Liquors  and  spirits . 

Phonographs . 

121 

Willow  baskets  . 

137| 

146± 

146i 

Artificial  flowers  and  feathers . 

167 

Through  rates  to — 

Articles. 

Chicago, 

Ill. 

Milwau¬ 
kee,  Wis. 

Kenosha, 

Wis. 

Cincin¬ 

nati, 

Ohio. 

Louis¬ 
ville,  Ky. 

East 

St.  Louis, 
Ill. 

Window  glass,  L.  C.  L . 

Window  glass,  C.  L . 

47 

47 

47 

53 

26 

26 

26 

29 

Surface-coated  paper,  L.  C.  L . 

Surface-coated  paper,  C.  L . 

39 

39 

39 

39 

39 

44 

Wool  grease . 

26 

26 

Hops . 

137 

Straw  covers . 

49 

Toys . 

57 

57 

57 

57 

61 

Crockery  . 

40 

40 

40 

40 

42 

Plate  glass,  L.  C.  L . . . 

71 

63 

42i 

81 

Plate  glass,  C.  L . 

46 

41 

52 

Glassware . 

45 

45 

45 

45 

47 

Green  hides . 

40i 

Earthenware . 

40 

Wire  rope . 

Netting . 

147 

Palm  fiber . ' . 

Liquors  and  spirits . 

62 

Phonographs . 

Willow  baskets . 

170J 

188A 

Artificial  flowers  and  feathers . 

167  ‘ 

167 

516 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  25. — Import  rates  from  various  foreign  ports  named  to  points  in  the  United 

States,  via  New  Orleans. 

[Per  100  pounds.] 


From — 

To— 

Articles. 

Gum 

chicle. 

Canned 

turtle 

meat. 

Muriate 
of  ammo¬ 
nia. 

Sisal,  ix- 
tle,  or 
istle. 

Belize.  Livingston,  Puerto,  Bar¬ 
rios,  Puerto  Cortez,  and  Ceiba, 
Spanish  Honduras. 

Do  . 

Chicago,  Ill . 

$1.00 

.90 
.90 
.90 
a  1.00 
&  1.25 

• 

Cincinnati,  Ohio . 

Do . 

Louisville,  Ky . 

Do . 

St.  Louis,  Mo'. . 

Do . . 

London,  Ontario . 

Do . 

. do  . . . 

Tampico,  Mexico . . . 

Chicago,  Ill . 

$0. 49 

Liverpool,  England . 

St.  Louis,  Mo . 

$21.44 

Progreso,  Yucatan . 

Akron,  Ohio . 

$0. 37 
.30 
.37 
.30 
.37 
.37 
.70 
.70 
.70 
.70 

Do... . 

Chicago,  Ill . 

Do . 

Dayton,  Ohio . 

Do . 

Deering,  111 . 

Do . 

Miamisburg,  Ohio . 

Do . 

Xenia,  Ohio . 

Do . 

San  Francisco,  Cal . 

Do . 

Portland,  Oreg . 

Do . 

Seattle,  WashT . 

Do . 

Tacoma,  Wash . 

«C,  L.  b  L.  C.  L. 

Table  No.  26. — Rates  via  all-rail  routes  from  Montreal  and  New  York  on  various  articles 
of  import  traffic,  also  rates  for  same  articles  on  shipments  of  domestic  origin  from  New 
York. 

[In  cents  per  100  pounds.] 


Articles. 


Rates. 


From  Montreal  (import  traffic)  to — 


r  -  - 

Toronto. 

Windsor. 

Detroit. 

Chicago. 

Mississippi 

River 

points. 

Acid,  carbolic . C.  L.. 

16 

20 

22 

22 

26 

Albums . . L.  C.  L. . 

22 

22 

26 

Ale  and  stout . . C.  L. . 

16 

20 

17 

17 

20 

Mineral  water. . C.L.. 

16 

20 

17 

17 

20 

Ammonia  muriate . C.  L. . 

10 

10 

10 

10 

12 

0m  c  n  C  •  Ij  •  • 

12 

12 

.  12 

12 

14 

Cotton  piece  goods . L.  C.  L. . 

26 

33 

35 

42 

49 

Dolls . L.  C.  L.. 

22 

22 

26 

Feathers. . . L.  C.  L. . 

65 

65 

75 

Fish,  salted,  in  packages . L.  C.  L 

:::::::::: 

Fish,  salted,  in  packages . C.  L. . 

16 

20 

17 

17 

20 

Flowers,  artificial,  any  quantity . 

65 

65 

75 

Glassware . . . '. . L.  C.  L . . 

26 

33 

15 

15 

18 

Glass,  window . C.  L.. 

18 

18 

17 

17 

20 

Hosiery _ .*. . L.  C.  L. . 

34 

44 

42 

42 

49 

Linoleum . C.  L.. 

22 

22 

26 

Matting . C.  L.. 

20 

23 

22 

22 

22 

Matting . L.  C.  L. . 

34 

44 

47 

47 

47 

Millinery  goods,  any  quantity . 

44 

44 

51 

Pencils,  slate . !..* . '. . L. C.  L. . 

30 

39 

22 

22 

26 

Potash . C.  L.. 

10 

10 

10 

10 

12 

Rags . C.  L 

Rags . L.  C.  L. . 

16 

20 

14 

14 

17 

Salt . C.  L.. 

10 

10 

10 

10 

12 

Seeds,  all  kinds . C.  L.. 

16 

20 

17 

17 

20 

Soap . C.  L. . 

16 

20 

17 

17 

20 

T o j 1j< C •  Ij • « 

34 

44 

22 

22 

26 

TPo  T  P  T 

34 

44 

Tea . C.  L.. 

37 

37 

37 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


517 


Table  No.  26. — Rates  via  all-rail  routes  from  Montreal  and  New  York  on  various  articles 

of  import  traffic,  etc. — Continued. 

[In  cents  per  100  pounds.] 


•  Articles. 

• 

Rates. 

From  New  York  (import  traffic)  to — 

Buffalo. 

Detroit. 

Chicago. 

Mississippi 
River  points 
(116percent). 

Acid,  carbolic . C.  L. . 

16 

23 

25 

29 

Albums. . . . . . L.  C.  L. . 

25 

25 

25 

29 

Ale  and  stout . C.  L. . 

16 

20 

20  ' 

23 

Mineral  water . C.  L. . 

16 

20 

20 

23 

Ammonia  muriate . C.  L. . 

14 

16 

16 

19 

Cement . C.  L. . 

13 

15 

15 

17 

Cotton  piece  goods . L.  C.  L. . 

Do 11s  ........ .......... . . . . . ..... ......... 1  j i  C •  L . . 

25 

25 

25 

29 

Feathers . L.  C.  L.. 

75 

75 

75 

87 

Fish,  salted,  in  packages . L.  C.  L. . 

Fish,  salted’  in  packages . C.  L.. 

16 

20 

20 

23 

Flowers,  artificial,  any  quantity . 

75 

75 

75 

87 

Glassware . . . . . . .  L.  C.  L . . 

18 

18 

18 

21 

Glass,  window . C.  L. . 

Hosiery . L.  C.  L.. 

Linoleum . C.  L. . 

19 

25 

25 

29 

Matting . C.  L.. 

19 

25 

25 

25 

Matting . L.  C.  L. . 

39 

50 

50 

50 

Millinery  goods,  any  quantity . 

39 

50 

50 

50 

Pencils,  slate . L.  C.  L.. 

25 

25 

25 

29 

Potash . C.  L. . 

14 

16 

16 

19 

Rags . C.  L.. 

16 

17 

17 

20 

Rags . L.  C.  L. . 

Salt . C.  L. . 

13 

15 

15 

17 

Seeds,  all  kinds . C.  L.. 

20 

20 

20 

23 

Soap . C.  L.. 

16 

20 

20 

23 

T o  ^'S.. ••••.... ........  L  •  C  •  L . . 

25 

25 

25 

29 

Tea . L.  C.  L. . 

Tea  ...» . C.  L.. 

39 

40 

40 

40 

Rates. 


Articles. 


Acid,  carbolic . 

Albums . 

Ale  and  stout . 

Mineral  water . 

Ammonia  muriate . 

Cement . 

Cotton  piece  goods . 

Dolls  . ........................... 

Feathers... . . 

Fish,  salted,  in  packages . 

Fish,  salted,  in  packages . 

Flowers,  artificial,  any  quantity 

Glassware . 

Glass,  window . 

Hosiery . 

Linoleum . 

Matting . 

Matting . 

Millinery  goods,  any  quantity.. 

Pencils,  slate . 

Potash . 

Rags . 

............................. 

Salt . . . 


Seeds,  all  kinds . 

Soap . 

•  O \ 8................ 

Tpu 

Tea . 


From  New  York  (domestic  traffic)  to — 


. C.L.. 

. . . . L,  C.  L. . 
. C.L.. 

>......  C  •  L  a  a 

. C.L.. 

. C.L.. 

....L.C.L.. 
. . . .  L.  C.  L. . 
....L.C.L.. 
....L.C.L.. 
. . C.L.. 


....L.C.L.. 

. C.L.. 

....L.C.L.. 

. C.L.. 

. C.L.. 

_ L.  C.L.. 


- L.  C.L.. 

. C.L.. 

. C.L.. 

. . .  .L.  C.  L. . 

. C.L.. 

. C.L.. 

. C.L.. 

....L.C.L.. 
....L.C.L.. 
. C.L.. 


Buffalo. 

Detroit. 

Chicago. 

Mississippi 
River  points 
(116percent). 

16 

23 

30 

35 

39 

59 

75 

87 

16 

23 

30 

•  35 

16 

23 

30 

35 

13 

20 

25 

29 

14 

16 

20 

23 

28 

43 

55 

64 

39 

59 

75 

87 

78 

118 

150 

174 

16 

23 

30 

35 

78 

118 

150 

174 

28 

43 

65 

64 

16 

23 

30 

35 

39 

59 

75 

87 

19 

27 

35 

41 

19 

27 

35 

41 

39 

59 

75 

87 

39 

59 

75 

87 

33 

51 

65 

75 

13 

20 

25 

29 

16 

23 

30 

35 

14 

16 

18 

21 

16 

23 

30 

35 

16 

23 

30 

35 

39 

59 

75 

87 

39 

59 

75 

87 

518 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  27. — Through  rates  published  bg  Great  Northern  and  Northern  Pacific  rail¬ 
ways  in  connection  with  Atlantic  steamship  lines  from  ports  in  England ,  Scotland, 
France,  Germany ,  Italy ,  Norway,  Sweden,  and  Holland  to  Seattle,  Tacoma,  Portland, 
and  other  North  Pacific  coast  points;  also  rates  from  New  York  and  common  points  via 
all-rail  routes  to  same  western  points. 

[Per  100  pounds.] 


Commodities. 

Through  rates  from 
foreign  ports  to 
North  Pacific 
coast  terminajs. 

All-rail  rates,  New 
York  to  North 
Pacific  coast  ter¬ 
minals. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

Albums,  boxed . 

81.96 

1.96 

$1.42 

1.31 

$3.00 

Bedsteads,  iron . 

1.75 

$1.25 

Blacking . 

1.20 

.98 

1.60 

1.00 

Books,  N.  0.  S . 

1.96 

1.42 

1.75 

1.25 

Boots  and  shoes . 1 . 

2. 18 

1.53 

2.50 

Brushes,  toilet  and  paint . 

2.18 

2.00 

Buttons . 

1.53 

2.20 

Canned  goods,  N.  0.  S . 

1.09 

.85 

1.50 

1.00 

Candles . 

.95 

1.50 

1.00 

Carpets . . . 

2.  40 

1.85 

2.50 

1.75 

Cheese . 

1.31 

1.09 

2.00 

Clocks  . 

2.18 

2.20 

Coffee,  in  sacks . 

1.42 

1.09 

1.40 

.90 

Confectionery . 

2.18 

1.53 

2.20 

Cordage,  rope,  and  twine . 

1.36 

1.09 

1.25 

.90 

Drugs,  common . 

1.42 

1.20 

1.90 

1.40 

Dry  goods,  N.  0.  S . 

2.62 

3.00 

Blankets . 

2. 40 

2.40 

Clothing,  new  (not  including  fur  clothing),  in  hales  or  cases, 
released,  N.  0.  S . 

2.62 

3.00 

Clothing,  cotton . 

1.64 

Cotton  piece  goods . 

1.64 

1.50 

1.66 

Hosiery . 

2.18 

2.00 

1.50 

Towels  and  toweling . 

1.86 

1.90 

Fish,  dried,  salted,  or  pickled . 

1.42 

1.09 

1.80 

1.20 

Fruit  (dried),  viz,  currants,  dates,  figs,  prunes,  and  raisins  .. 
Glass: 

Common  window . 

1.31 

1.31 

.98 

.98 

2.20 

1.25 

1.25 

«  . 

.90 

Plate,  under  101  feet  in  height . 

1.85 

1.42 

2.20 

1.50 

Hardware: 

Bar,  band,  rod,  or  hoop  iron . 

1.25 

.85 

1.25 

.75 

Bolts,  nuts,  washers,  hut  locks  and  screws,  butts,  and 
hinges  . 

1.20 

.90 

1.20 

.80 

Nails . . 

1.25 

.87 

1.25 

.80 

Rope,  wire . 

1.60 

1.10 

1.60 

1.10 

Wire: 

Barbed . 

1.31 

.87 

1.25 

.80 

Plain  and  galvanized,  in  coils . 

1.25 

.85 

1.25 

.80 

Leather  and  leather  ware  (not  including  trunks  and  valises) . 
Linoleum  and  floor  oilcloth . 

1.53 

1.31 

1.50 

1.64 

.87 

1.50 

1.00 

Ale  and  beer . 

1.09 

1.09 

.90 

1.50 

1.00 

Mineral  waters  and  ginger  ale . 

.90 

1.25 

.75 

Whisky,  in  wood . 

1.09 

.90 

1.50 

1.25 

Machinery,  N.  0.  S.,  up  to  2  tons  per  package . 

1.58 

1.36 

2.60 

1.40 

Nuts,  edible,  in  bags . 

1.75 

1.31 

2.00 

1.50 

Paper,  printing,  roofing,  and  packing . 

1.20 

.98 

1.10 

.75 

Pipes,  smoking,  wood  or  clay . 

2.62 

2.09 

Playing  cards . . . 

1.75 

2.20 

Rice  .  ^ . 

1. 09 

.85 

1.20 

.80 

Salt . 

1.09 

.82 

1.00 

.75 

Seeds,  field  and  garden . 

1.53 

1.09 

1.50 

1.25 

Soap: 

Fancy . 

1.31 

1.09 

1.00 

.75 

Common . 

1.09 

.87 

1.00 

.75 

Starch  . 

1.53 

1.09 

1.  50 

1.00 

Paper  (writing)  and  envelopes . 

1.  96 

1.20 

1  75 

1.20 

Pencils  (slateV . . . 

1.25 

1.  60 

Thread . 

2. 18 

1.  60 

Tin,  viz,  plate,  pig,  or  bar . 

.98 

.83 

1.00 

.75 

Tobacco,  cut  plug,  in  boxes . 

1.64 

2.50 

Yarn,  cotton  ” . 

1.  86 

1.  50 

.90 

Crockery  . 

.  95 

1.30 

.95 

Glassware,  common . 

1. 15 

1.  60 

1.10 

Glass  lantern  globes . 

1.36 

1.75 

1.40 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


519 


Table  No.  28. — Through  ocean  and  rail  commodity  rates  from  New  York  to  interior 

Mexican  cities. 


[Per  100  pounds.] 


Commodities. 

Rates  to— 

City  of  Mexico, 
Pachuca,  Tor- 
reon,  Gomez 
Palacio. 

San  Luis  Potosi, 
Monterey. 

Puebla. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

Acids,  in  iron  drums,  N.  0.  S.,  0.  R.,  or  leakage. 

$1.08 

$1.39 

$0.  91 

$1.  22 

$0. 95 

$1.19 

Advertising  matter,  printed,  boxed,  or  in  bun- 

dies,  P.  P . 

1.44 

1.27 

1.24 

Agricultural  implements  and  parts,  K.  D . 

1.07 

1.39 

.91 

1.22 

.96 

1.19 

Ale,  ginger,  in  packages . 

.90 

1.25 

.74 

1.08 

.78 

1.07 

Aluminum,  N.  0.  S.,  in  packages . . . 

1.79 

1.62 

1.59 

Ammonia,  aquaorammoniacal  liquor,  0.  R.  B. 

1.11 

1.75 

.94 

1.49 

.97 

1.45 

Anvils,  iron  or  steel . 

.98 

.81 

.82 

Asbestos  cloth . 

1.11 

1.39 

.94 

1.22 

.97 

1.19 

Axle  grease . 

.80 

1.03 

.64 

.86 

.69 

.87 

Axles,  iron  or  steel,  N.  0.  S . 

.70 

.98 

.53 

.81 

.61 

.82 

Bags  and  bagging . 

.78 

1.06 

.63 

.89 

.68 

.90 

Belting,  canvas,  leather,  or  rubber . 

1. 15 

.98 

.97 

Blacking,  shoe,  stove,  or  harness . 

1.25 

1.08 

1.07 

Boilers,  N.  0.  S . 

.97 

1.29 

.81 

1.12 

.86 

1.09 

Books,  N.  0.  S.,  boxed . 

1.29 

1. 12 

1.09 

Books,  blank,  boxed . 

1.29 

1. 12 

1.09 

Boots  and  shoes,  boxed . 

1.49 

1.32 

1.29 

Bottles,  glass,  N.  0.  S.  (except  cut  glass) . 

.93 

1.20 

.76 

1.03 

.81 

1.02 

Boxes,  cardboard  or  paper . 

1.39 

1.22 

1.19 

Boxesj  paper  or  wood,  druggist’s,  pill  or  pow- 

der,  or  jeweler’s . 

1.39 

1.22 

1. 19 

Brass  goods,  N.  0.  S . 

1.13 

1.39 

.96 

1.22 

1.00 

1.19 

Brass  ingots . 

.85 

1.15 

.69 

.98 

.73 

.97 

Brass  molds,  tubing,  rods,  nails,  bolts,  and 

castings . 

.98 

1.29 

.81 

1.12 

.85 

1.09 

Bronze  bolts,  rods,  sheet,  wire,  and  ingots _ 

1.08 

1.29 

.91 

1.12 

.95 

1.09 

Brushes,  N.  0.  S.,  in  boxes  or  bundles . 

1.39 

1.22 

1. 19 

Buckets  or  pails,  paper . 

1.54 

1.37 

1.34 

Burlaps,  in  bales  or  rolls . 

.78 

1.06 

.63 

.89 

.68 

.90 

Cable,  copper  wire,  or  reels,  or  in  coils . 

.84 

1.17 

.67 

1.00 

.71 

.97 

Cable,  wire,  iron,  or  steel . 

.81 

1.06 

.64 

.89 

.69 

.90 

Candles . 

.98 

1.29 

.81 

1.12 

.85 

1.09 

Candv  and  confectionery,  N.  0.  S . 

.98 

1.29 

.81 

1.12 

.  85 

1.09 

Canned  goods,  N.  0.  S . 

.93 

1.19 

.76 

1.02 

.80 

.99 

Canvas,  jute,  in  boxes  or  bales . 

.82 

1.11 

.66 

.95 

.71 

.94 

Carpets,  N.  0.  S . 

1.21 

1.39 

1.04 

1.22 

1.07 

1.19 

Cartridge  shells,  metallic  or  paper,  empty  .... 

1.29 

1.12 

1.09 

CemenR  building . .*./.... _ ” . 

.54 

.83 

.42 

.66 

.49 

.68 

Chemical  products,  N.  0.  S...  . 

1.39 

1.22 

1. 19 

Chinaware . 

1.34 

1.17 

1.14 

Clothing,  new  or  second-hand,  boxed . 

1.54 

1.37 

1.34 

Copper  goods,  N.  0.  S . 

1.39 

1.22 

1.19 

Copper,  sulphate  of . 

.81 

1.01 

.64 

.84 

.69 

.85 

Cordage,  in  packages . 

.92 

1.29 

.76 

1.12 

.81 

1.09 

Crockery,  N.  0.  S . 

1.06 

1.34 

.89 

1.17 

.92 

1.14 

Curtains,  shades,  and  fixtures,  N.  0.  S  . 

1.54 

1.37 

1.34 

Cutlery,  in  packages . 

1.13 

1.34 

.96 

1.17 

1.00 

1.14 

Druggists’  sundries . 

1.39 

1.22 

1.19 

Drugs  and  medicines,  N.  0.  S . 

1.39 

1.22 

1.19 

Earthenware,  N.  0.  S . 

1.06 

1.34 

.89 

1.17 

.92 

1.14 

Electrical  supplies: 

Cable,  telegraph,  telephone,  or  electric _ 

.  85 

1.19 

.69 

1.02 

.73 

.99 

Globes,  electric  light . 

1.25 

1.59 

1.07 

1.42 

1.09 

1.39 

Extracts,  tanning . 

.92 

1.29 

.76 

1.12 

.81 

1.09 

Felt,  rooting,  in  rolls,  bundles,  or  crates . 

.82 

1.08 

.60 

.91 

.71 

.92 

Fertilizers,  N.  0.  S.,  in  bags  or  barrels . 

.83 

1.13 

.67 

.96 

.74 

.98 

Fish,  pickled,  salted,  dried,  or  smoked . 

.93 

1.19 

.96 

1.02 

.80 

.99 

Fruit,  dried  or  evaporated,  N.  0.  S . 

1.03 

1.29 

.86 

1.12 

i  90 

1.09 

Fuller’s  earth,  in  packages . 

.73 

.96 

.58 

.79 

.  63 

.80 

Furniture,  new,  K.  D.,  boxed . 

1.38 

1.69 

1.21 

1.52 

1.25 

1.49 

Furniture  or  wood  stain,  in  packages . 

.91 

1.19 

.74 

1.02 

.77 

.99 

Glassware,  N.  0.  S.,  0.  R.  B . 

1.25 

1.54 

1.07 

1.37 

.  1.09 

1.34 

Glass,  window,  common,  boxed,  0.  R.  B . 

.85 

1.15 

.69 

.98 

.73 

.97 

Glue,  N.  0.  S.,  in  packages . 

1.06 

.89 

.90 

Groceries: 

Cereal  products,  N.  0.  S . ... 

1.08 

1.34 

.91 

1.17 

.95 

1.14 

Chocolate,  in  boxes  or  barrels . 

.98 

1.29 

.81 

1.12 

.85 

1.09 

Currents,  dried,  in  packages . 

1.03 

1.29 

.86 

1.12 

.90 

1.09 

Flour,  in  barrels  or  sacks . 

.80 

1.06 

.64 

.90 

.69 

.89 

Fruit,  dried  or  evaporated . 

1.03 

1.29 

.86 

1.12 

.90 

1.09 

Fruit,  preserved . 

.98 

1.24 

.81 

1.07 

.85 

1.04 

520 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  28. — Through  ocean  and  rail  commodity  rates  from  New  York  to  interior 

Mexican  cities — Continued. 


* 

* 

Commodities. 

Rates  to — 

City  of  Mexico, 
Pachuca,  Tor- 
reon,  Gomez 
Palacio. 

San  Luis  Potosi, 
Monterey. 

Puebla. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

Groceries — Continued. 

Groceries,  N.  0.  S . 

SI.  11 

SI.  34 

$0.  94 

SI.  17 

SO.  97 

SI.  14 

Molasses . 

.98 

1.29 

.81 

1.12 

.85 

1.09' 

Peas,  dried . 

.90 

1.15 

.74 

.97 

.79 

.99 

Pickles,  in  packages . 

1.08 

1.34 

.91 

1.17 

.95 

1.14 

Powder,  washing,  dry,  in  packages . 

.93 

1.19 

.76 

1.02 

.80 

.99 

Preserves  or  jams,  N.  0.  S . 

.98 

1.29 

.81 

1.12 

.85 

1.09 

Sauces,  N.  0.  S . 

1.08 

1.34 

.91 

1.17 

.95 

1.14 

Starch . 

.87 

1.20 

.71 

1.03 

.  76 

1.02 

Sugar,  N.  0.  S.,  in  packages . 

.82 

1.15 

.66 

.98 

.71 

.97 

Sirup,  N.  0.  S.,  in  packages . 

.98 

1.29 

.81 

1.12 

.85 

1.09 

Gum,  chewing,  in  boxes  or  barrels . 

1.34 

1.17 

1.14 

Hardware: 

Lawn  mowers,  K.  D . 

1.03 

1.34 

.86 

1.17 

.90 

1.14 

Pans,  iron,  nested,  N.  0.  S . 

1.00 

1.29 

.83 

1.12 

.87 

1.09 

Shovels  and  spades . 

.87 

1. 24 

.71 

1.07 

.76 

1.04 

Staples,  N.  0.  S . 

.77 

.98 

.61 

.81 

.66 

.82 

Harness,  in  bales  or  boxes . 

1.39 

1.22 

1.19 

Iron  or  steel,  and  articles  manufactured  of  same: 

Band,  bar,  boiler,  rod,  and  tank . 

.76 

.96 

.59 

.79 

.64 

.80 

Bolts,  nuts,  and  washers  . 

.77 

.98 

.61 

.81 

.66 

.82 

Nails  or  spikes,  N.  0.  S . 

.77 

.98 

.61 

.81 

.  66 

.82 

Pipe,  N.  0.  S . 

.76 

1.00 

.  59 

.83 

.64 

.82 

Lamps,  N.  0.  S . 

1.54 

1.37 

1.34 

Lead*: 

Coil  or  sheet . 

.82 

1.06 

.66 

.90 

.71 

.89 

Pig  or  bar . 

.75 

.98 

.59 

.81 

.64 

.82 

Lead  pipe . 

.82 

1.06 

.66 

.90 

.71 

.89 

Lead,  white . 

.  85 

1.10 

.69 

.93 

.73 

.92 

Leather,  N.  0.  S.,  in  bundles,  boxes,  or  rolls... 

1.03 

1.29 

.86 

1.12 

.90 

1.09 

Liquors,  viz:  Ale,  beer,  porter,  and  stout,  and 

mineral  or  aerated  waters . 

.90 

1.25 

.74 

1.08 

.78 

1.07 

Mats  and  matting,  N.  0.  S.,  in  packages . 

1.29 

1.12 

1.09 

Nails,  shoe,  in  bags,  barrels,  or*boxes~ . 

.93 

1.19 

.76 

1.02 

.80 

.99 

Oilcloth,  floor,  table,  carriage,  or  enameled _ 

1.01 

1.29 

.84 

1.12 

.87 

1.09 

Oil,  N.  0.  S.,  0.  R.  of  leakage . 

.88 

1. 19 

.71 

1.02 

.75 

.99 

Packing-house  products . 

.88 

1.19 

.71 

1.02 

.75 

.99 

Paints  or  colors,  dry  or  in  oil,  N.  0.  S . 

.91 

1.14 

.74 

.97 

.77 

.94 

Paper,  N.  O.  S . 

.93 

1.24 

.76 

1.07 

.80 

1.04 

Paper,  printing,  building,  roofing,  carpet, 

wrapping,  binders’  board,  strawboard,  lin- 

ing,  and  cardboard,  straw  and  manila . 

.90 

1.15 

.74 

.98 

.78 

.97 

Pencils,  lead,  boxed . 

1.34 

1.17 

1.14 

Pipe,  steel  or  iron,  riveted,  in  spiral  or  straight 

seam,  not  over  20  inches  in  diameter . 

.86 

1.15 

.69 

.98 

.74 

.97 

Presses,  printing . 

1.03 

1.29 

.86 

1.12 

.90 

1.09 

Pumps,  steam,  iron . *. . 

.97 

1.29 

.81 

1. 12 

.86 

1.09 

Rails  and  fastenings,  iron  or  steel,  N.  0.  S . 

.63 

.91 

.47 

.74 

.54 

.75 

Rope  or  cable,  N.  0.  S . 

.82 

1.19 

.  66 

1.02 

.71 

.99 

Rubber  goods,  N.  0.  S . 

1.34 

1. 17 

1. 14 

Saddlery,  N.  6.  S . 

1.20 

1.54 

1.02 

1.37 

1.04 

1.34 

Salts,  bleaching,  in  barrels . 

.82 

1.11 

.66 

.95 

.71 

.94 

Seed,  N.  0.  S.,  In  packages . 

.85 

1.16 

.68 

.99 

.76 

1.02 

Sewing  machines,  K.  D.,  crated  or  boxed . 

1.21 

1.49 

1.05 

1.32 

1.10 

1.29 

Soap . 

1.34 

1. 17 

1.14 

Soda,  caustic,  hyposulphite  of,  nitrate  of,  sal, 

and  silicate  of . 

.70 

.96 

.55 

.79 

.61 

.80 

Springs,  rubber,  steel,  or  volute,  for  cars . 

.77 

1.01 

.61 

.85 

.66 

.84 

Tile,  roofing  or  drain . 

.70 

.96 

.55 

.79 

.61 

.80- 

Tin,  pig  or  bar . 

.75 

.98 

.59 

.81 

.64 

.82 

Tinware,  N.O.S.,  nested . 

1.03 

1.25 

.86 

1.08 

.90 

1.07 

Vehicles,  N.  0.  S . 

1.00 

.84 

.89 

Whiting . 

.75 

1.01 

.59 

85 

.64 

.84 

Wire: 

Barbed,  fence . 

.76 

.96 

.59 

.79 

.64 

.80 

Brass  or  copper . . . 

.85 

1.14 

.69 

.97 

.73 

.94 

Fencing,  N.  0.  S . 

.97 

1.28 

.81 

1.11 

.86 

1.12 

Galvanized . • . 

.76 

.96 

.59 

.79 

.64 

.80 

Iron  or  steel . 

.76 

.96 

.59 

.79 

.64 

.80 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


521 


Table  No.  29. — Through  freight  rates  from  interior  United  Statespoints  to  points  in  Mexico. 

[Group  1.— City  of  Mexico,  Pachuca,  Torreon,  Gomez  Palacio.  Group  2.— San  LuisPotosi,  Monterey.] 

[Per  100  pounds.] 


Rate  from  St.  Louis  and  Kansas  City  to — 


Group  1. 

Group  2. 

uommouiueb. 

All  rail. 

Rail  and  water. 

All  rail. 

Rail  and  water. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

Agricultural  implements . 

$1.20 

$1.11 

$1.04 

$0.  95 

Ammonia,  aqua  or  ammoniacal 

• 

liquor,  in  carboys  or  bottles, 

0.  R.  B..  and  leakage . 

1.27 

1. 18 

1.10 

1.01 

Asbestos  cloth . 

1.23 

$1.59 

1.15 

$1.45 

1.06 

$1.42 

.98 

$1.28 

Axle  grease . 

.92 

.84 

.76 

.68 

Axles,  iron  or  steel,  N.  0.  S . 

.82 

1.16 

.74 

1.04 

.65 

.99 

.57 

.87 

Bags  and  bagging . 

.96 

1.26 

.84 

1.12 

.81 

1. 09 

.69 

.95 

Belting,  canvas,  leather,  or  rubber. . 

1.39 

1.23 

1.22 

1.06 

Blackmg,  shoe,  stove,  or  harness, 

N.  0.  S . 

1.45 

1.31 

1.28 

1.14 

Boiler  covering,  mineral  wool . 

1.14 

1.49 

1.06 

1.37 

.98 

1.33 

.90 

1.21 

Boilers,  N.  0.  S . 

1. 10 

1.01 

.94 

.85 

Books,  N.  0.  S.,  boxed . 

1.53 

1.37 

1.36 

1.20 

Boots  and  shoes,  boxed . 

1.73 

1.57 

1.56 

1.40 

Bottles,  glass,  N.  O.S . 

1.05 

1.38 

.97 

1.26 

.88 

1.21 

.80 

1.09 

Bottles,  to  Monterey  only . 

.55 

.42 

Cable: 

Copper  wire,  reels  or  coils . 

1.00 

1.37 

.91 

1.23 

.83 

1.20 

.74 

1.06 

Wire,  iron  or  steel . 

.93 

1.24 

.85 

1.12 

.76 

1.07 

.68 

.95 

Canned  goods,  N.  0.  S . 

1.05 

1.35 

.97 

1.26 

.88 

1. 18 

.80 

1.00 

Carpets,  N.  0.  S . 

1.45 

1.63 

1.29 

1.47 

1.28 

1.46 

1.12 

1.30 

Clothing,  new  or  second-hand,  boxed 

1.78 

1.62 

1.61 

1.45 

Copper  bolts,  nails,  rods,  rivets, 

washers,  sheets,  plates,  blanks, 

and  screws . 

1.08 

1.34 

.94 

1.20 

.91 

1.17 

.77 

i.oa 

Copper  ingots . 

1.04 

1.32 

.95 

1.20 

.87 

1.15 

.78 

1.03 

Cordage,  in  packages,  Class  D . 

1.01 

.95 

.85 

.79 

Crockerv,  N.  0.  S.,  fifth  class . 

1. 18 

1. 10 

1.01 

.93 

Drugs  and  medicines,  N.  0.  S . 

1.63 

1.47 

1.46 

1.30 

Fish,  dry,  pickled,  or  salt,  N.  O.S... 

1.05 

1.35 

.97 

1.26 

.88 

1.18 

.80 

1.00 

Furniture,  new,  K.  D . 

1.  58 

1.49 

1.41 

1.32 

Glass,  fifth  class . 

.  97 

.89 

.81 

.73 

Glass,  window,  common,  0.  R.  B _ 

.97 

.89 

.81 

.73 

Groceries: 

Cereal  products  or  preparations, 

N.O.S . 

1.20 

1.50 

1.12 

1.41 

1.03 

1.33 

.95 

1.24 

Flour,  in  barrels  or  cotton  sacks. 

.92 

1.22 

.84 

1.13 

.76 

1.06 

.68 

.97 

Molasses . 

1.10 

1. 45 

1.02 

1.36 

.93 

1.28 

.85 

1.19 

Pease,  dried . 

1.00 

1.33 

.94 

1.21 

.84 

1.15 

.78 

1.03 

Starch  . 

.99 

1.38 

.91 

1.26 

.83 

1.21 

.  75 

1.09 

Sugar,  N.  0.  S.,in  packages . 

.94 

1.31 

.86 

1.22 

.78 

1.14 

.70 

1.05 

Hardware: 

Butts,  iron  or  steel . 

1.04 

1.27 

.92 

1.15 

.87 

1.10 

.75 

.98 

Hammers,  files,  or  rasps . 

1.13 

1.39 

.99 

1.25 

.96 

1. 22 

.82 

1.08- 

Handles,  ax . 

1.27 

1. 18 

1.11 

1.02 

Hatchets . 

1.13 

1.39 

.99 

1.25 

.96 

1.22 

.82 

1.03 

Locks  and  padlocks . 

1.39 

1.25 

1.22 

1.03 

Screws,  N.  6.  S . 

1.13 

1.39 

.99 

1.25 

.94 

1.20 

.82 

1.08 

Shoes,  horse,  mule,  or  ox . 

.80 

1.17 

.72 

1.08 

.64 

1.01 

.56 

.92 

Harness,  in  bales  or  boxes . 

1.63 

1.47 

1.46 

1.30 

Iron  or  steel  bolts  and  nuts . 

.82 

1.14 

.74 

1.05 

.66 

.97 

.58 

.88 

Lead,  white . 

.97 

1.26 

.89 

1.17 

.81 

1.09 

.73 

1.00 

Leather,  N.  O.  S . 

1.19 

1.53 

1.10 

1.37 

1.02 

1.36 

.93 

1.20 

Mats  and  matting,  N.  0.  S . 

1.53 

1.37 

1.36 

1.20 

Nails,  shoe . 

1.09 

1.37 

1.00 

1.25 

.92 

1.20 

.83 

1.08 

Oilcloth,  floor,  table,  carriage,  or 

enameled . 

1.19 

1.49 

1.07 

1.35 

1.02 

1.32 

.90 

1.18 

Oil,  N.  O.  S.,  fifth  class . 

1.00 

.92 

.83 

.75 

Packing-house  products . 

1.13 

1.05 

.96 

.88 

Paints  or  colors,  N.  0.  S.,  Class  C _ 

1.01 

.95 

.84 

.78 

Paper,  building,  roofing,  wrapping  . 

1.02 

1.33 

.94 

1.21 

.86 

1.16 

.78 

1.04 

Rails  and  fastenings . 

.66 

.60 

.49 

.43 

Rope  or  cable,  N.O.S . 

.98 

.89 

.82 

.73 

Saddlery,  N.  0.  S . 

1.44 

1.78 

1.28 

1.62 

1.26 

1.61 

1.10 

1.45 

Salt . . . 

.75 

1.03 

.69 

.94 

.58 

.86 

.52 

.77 

Soap . 

1.54 

1.40 

1.37 

1.23. 

Soda,  caustic,  nitrate  of . 

.82 

1.12 

.74 

1.03 

.67 

.95 

.  59 

.86 

Stoves,  N.  0  S  . 

1. 11 

1.02 

.94 

.85 

Tinware,  N.  0.  S.,  nested . 

1.19 

1.45 

1.10 

1.31 

1.02 

1.28 

.93 

1.14 

Tobacco,  leaf,  unmanufactured 

1. 10 

1.02 

.93 

.85 

Vehicles,  wagon  or  carriage,  wood, 

in  the  white,  not  ironed . 

1.03 

1.41 

.96 

1.27 

.87 

1.25 

.80 

1.11 

Wire: 

Barbed,  fence . 

.81 

1.12 

.73 

1.03 

.64 

.95 

.56 

.85 

Brass  or  copper . 

1.01 

1.34 

.92 

1.20 

.85 

1. 17 

.76 

1.03 

Iron  or  steel . 

.81 

1.12 

.73 

•1.03 

.64 

.95 

.56 

.86 

522 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES 


Table  No.  29. — Through  freight  rates  from  interior  United  States  points  to  points  in 

Mexi  co — Conti  n  ued . 


Rate  from  New  Orleans  to — 


Group  1.  Group  2. 


oommouiues. 

All  rail. 

Rail  and  water. 

All  rail. 

Rail  and  water 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

Agrie.nl turn!  implements  . . 

$1.13 

$1.04 

$0.  97 

$0.88 

Ammonia,  aqua  or  ammoniacal 

• 

liquor,  in  carboys  or  bottles, 

O  R.  B  ,  and  leakage . 

1.18 

1.09 

1.01 

.92 

Asbestos  cloth . 

1.17 

$1.49 

1.09 

$1. 35 

1.00 

$1.32 

.92 

$1.18 

Axle  area, se.  . . 

.86 

.78 

.70 

.62 

Axles,  iron  or  steel,  N.  0.  S . 

.76 

1.06 

.68 

.94 

.59 

.89 

.51 

.77 

Bags  and  bagging . 

.86 

1.16 

.74 

1.02 

.71 

.99 

.59 

.85 

Belting  eanvns  leather,  or  rubber. 

1.29 

1.13 

1. 12 

.  96 

Blacking,  shoe,  stove,  or  harness, 

N.  0  S  . 

1.35 

1.21 

1. 18 

1.04 

Boiler  covering,  mineral  wool . 

1.08 

1.39 

1.00 

1.27 

.92 

1.23 

.84 

1.11 

Boilers  N.  O.  S . 

1.03 

.94 

.87 

.78 

Bnnks  NOS  boxed  . 

1.43 

1.27 

1.26 

1. 10 

Boots  and  shoes,  boxed . 

1.63 

/ 

1.47 

1.46 

1.30 

Bottles,  glass,  N.  0.  S . 

.99 

1.28 

.91 

1.16 

.82 

1.11 

.74 

.99 

Bottles  to  Mon  ter  ev  only . 

.49 

.36 

Gable: 

Copper  wire,  reels  or  coils . 

.91 

1.27 

.82 

1.13 

.74 

1.10 

.65 

.96 

Wire,  iron  or  steel . 

.87 

1.14 

.79 

1.02 

.70 

.97 

.62 

.85 

Canned  goods,  N.  0.  S . 

.99 

1.26 

.91 

1.17 

.82 

1.09 

.74 

1.00 

Carpets,  N.  0.  S . 

1.35 

1.53 

1.19 

1.37 

1.18 

1.36 

1.02 

1.20 

Clothing,  newor  second-hand,  boxed 

1.68 

1.52 

1.51 

1.35 

Copper  "bolts,  nails,  rods,  rivets, 

washers,  sheets,  plates,  blanks, 

and  screws . 

.98 

1.24 

.84 

1.10 

.81 

1.07 

.69 

.93 

Copper  ingots . 

.95 

1.22 

.86 

1.10 

.78 

1.05 

.69 

.93 

Cordage,  in  packages,  Class  D . 

.95 

.89 

.  79 

.73 

Crockery,  N.  O.  S.,  fifth  class . 

1. 12 

1.04 

.95 

.87 

Drugs  and  medicines,  N.  0.  S . 

1.53 

1.37 

1.36 

1.20 

Fish",  dry,  pickled,  or  salt,  N.  0.  S... 

.99 

1.26 

.91 

1.17 

.82 

1.09 

.74 

1.00 

Furniture,  new,  K.  D . 

1.51 

1.42 

1.34 

1.25 

Glass,  fifth  class . 

.89 

.81 

.73 

.65 

Glass,  window,  common,  0.  R.  B _ 

.91 

.83 

.75 

.67 

■Groceries: 

Cereal  products  or  preparations, 

*  0 «  •••••••••••••••••••••••• 

1.14 

1.41 

1.06 

1.32 

.97 

1.24 

.89 

1.15 

Flour,  in  barrels  or  cotton  sacks. 

.86 

1.13 

.78 

1.04 

.70 

.97 

.62 

.88 

Molasses . 

1.05 

1.36 

.97 

1.25 

.88 

1.19 

.80 

1.10 

Pease,  dried . 

.94 

1.23 

.88 

1.11 

.78 

1.05 

.72 

.93 

Starch  . 

.93 

1.28 

.85 

1.16 

.77 

1.11 

.69 

.99 

Sugar,  N.  0.  S.,  in  packages . 

.89 

1.22 

.81 

1.13 

.73 

1.05 

.65 

.96 

Hardware: 

Butts,  iron  or  steel . 

.94 

1.17 

.82 

1.05 

.77 

1.00 

.65 

.88 

Hammers,  files,  or  rasps . 

1.03 

1.29 

.89 

1.15 

.86 

1.12 

.72 

.98 

Handles,  ax . 

1.18 

1.09 

1.02 

.93 

Hatchets . 

1.03 

1.29 

.89 

1.15 

.86 

1.12 

.72 

.98 

Locks  and  padlocks . 

1.29 

1. 15 

1.12 

.98 

Screws,  N.  0.  S . 

1.01 

1.27 

.85 

1.15 

.84 

1.10 

.72 

.98 

Shoes,  horse,  mule,  or  ox . 

.74 

1.08 

.66 

.99 

.58 

.92 

.50 

.83 

Harness,  in  bales  or  boxes . 

1.53 

1.37 

1.36 

1.20 

Iron  or  steel  bolts  and  nuts . 

.76 

1.05 

.68 

.96 

.60 

.88 

.52 

.79 

Lead,  white . 

.91 

1.17 

.83 

1.08 

.75 

1.00 

.67 

.91 

Leather,  N.  0.  S . 

1.10 

1.43 

1.01 

1.27 

.93 

1.26 

.84 

1.10 

Mats  and  matting,  N.  0.  S . 

1.43 

1.27 

1.26 

1.10 

Nails,  shoe . 

1.00 

1.27 

.91 

1.15 

.83 

1.10 

.74 

.98 

■Oilcloth,  floor,  table,  carriage,  or 

enameled . 

1.09 

1.39 

.97 

1.25 

.92 

1.22 

.80 

1.08 

Oil,  N.  0.  S.,  fifth  class . 

.94 

.86 

.77 

.69 

Packing-house  products . 

1.07 

.99 

.90 

.82 

Paints  or  colors,  N.  0.  S.,  Class  C _ 

.  95 

.89 

.78 

.72 

Paper,  building,  roofing,  wrapping. 

.96 

1.23 

.88 

1.11 

.80 

1.06 

.72 

.94 

Rails  and  fastenings . 

.63 

.57 

.  46 

.40 

Rope  or  cable,  N.  0.  S . 

.89 

.80 

.73 

.  64 

Saddlery,  N.  0.  S  . 

1.34 

1.68 

1.18 

1.52 

1.16 

1.51 

1.00 

1.35 

Salt . 

.69 

.94 

.63 

.85 

.52 

.77 

.46 

.68 

Soap . 

1.44 

1.30 

1.27 

1.13 

Soda,  caustic,  nitrate  of . 

.76 

1.03 

.  66 

.94 

.61 

.86 

.53 

.77 

Stoves,  N.  0.  S  . 

1.04 

.  95 

.87 

.78 

Tinware,  N.  0.  S.,  nested . . 

1.10 

1.35 

1.01 

1.21 

.93 

1.18 

.84 

1.04 

Tobacco,  leaf,  unmanufactured . 

1.04 

.  96 

.87 

.79 

Vehicles,  wagon  or  carriage,  wood, 

in  the  white,  not  ironed . 

.97 

1.31 

.90 

1.17 

.81 

1.15 

.74 

1.01 

Wire: 

Barbed,  fence . 

.75 

1.03 

.67 

.94 

.58 

.86 

.50 

.77 

Brass  or  copper . 

.92 

1.24 

.83 

1.10 

.76 

1.07 

.67 

.93 

Iron  or  steel . 

.75 

1.03 

.67 

.94 

.58 

.86 

.50 

.77 

I   »  I 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


523 


Table  No.  29. — Through  freight  rates  from  interior  United  States  ’points  to  points  in 

Mexico — Con  ti  n  ued . 


Rate  from  Chicago  and  Milwaukee  to — 


Commodities. 

Group  1. 

Group  2. 

All  rail. 

Rail  and  water. 

All  rail. 

Rail  and  water. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

Agricultural  implements . 

$1.27 

$1.18 

$1.11 

$1.02 

Ammonia,  aqua  or  ammoniacal 

liquor,  in  carboys  or  bottles, 

0.  R.  B.,  and  leakage . 

1. 35 

1.26 

1. 18 

1.09 

Asbestos  cloth . • . 

1.28 

$1.71 

1.20 

. 

$1.  57 

1.11 

$1.54 

1.03 

$1.40 

Axle  grease . 

.97 

.89 

.81 

.73 

Axles,  iron  or  steel,  N.  0.  S . 

.87 

1.25 

.79 

i.  13 

.70 

1.08 

.  .62 

.96 

Bags  and  bagging . 

1.05 

1.38 

.93 

1.24 

.90 

1.21 

.78 

1.07 

Belting,  canvas,  leather,  or  rubber. . 

1.54 

1.38 

1.37 

1.21 

Blacking,  shoe,  stove,  or  harness, 

N.  0.  S . 

1.57 

1.43 

1.40 

1.26 

Boiler  covering,  mineral  wool . 

1.19 

1.58 

1.11 

1.46 

1.03 

1.42 

.95 

1.30 

Boilers,  N.  0.  S . 

1. 17 

1.08 

1.01 

.92 

Books,  N.  0.  S.,  boxed . 

1.  68 

1.52 

1.51 

1.35 

Boots  and  shoes,  boxed . 

1.88 

1.72 

1.71 

1.55 

Bottles,  glass,  N.  0.  S . 

1.10 

1.47 

1.02 

1.35 

.93 

1.30 

.85 

1.18 

Bottles,  to  Monterey  onlv . 

.60 

.47 

Cable: 

Copper  wire,  reels  or  coils . 

1.08 

1.49 

.99 

1.35 

.91 

1.32 

.82 

1.18 

Wire,  iron  or  steel . 

.98 

1.33 

.90 

1.21 

.81 

1.16 

.73 

1.04 

Canned  goods,  N.  0.  S . 

1.10 

1.43 

1.02 

1.34 

.93 

1.  26 

.85 

1.17 

Carpets.  N.  0.  S . 

1.60 

1.78 

1.44 

1.62 

1.43 

1.61 

1.27 

1.45 

Clothing,  new  or  second-hand,  boxed 

1.93 

1.77 

1.76 

1.60 

Copper  bolts,  nails,  rods,  rivets, 

washers,  sheets,  plates,  blanks, 

and  screws . 

1.20 

1.46 

1.06 

1.32 

1.03 

1.29 

.89 

1.15 

Copper  ingots . 

1.12 

1.41 

1.03 

1.29 

.95 

1.24 

.86 

1.12 

Cordage,  in  packages.  Class  U  . 

1.06 

1.00 

.90 

.84 

Crockery,  N.  0.  S.,  fifth  class . 

1.23 

1.15 

1.06 

. 

.98 

Drugs  and  medicines  N.  0.  S 

1.78 

1.62 

1.61 

1.45 

Fish,  dry,  pickled,  or  salt,  N.  0.  S. . . 

. 

1.10 

1.43 

1.02 

1.34 

.93 

1.26 

.85 

1.17 

Furniture,  new,  K.  D . 

1.65 

1.56 

1.48 

1.39 

Glass,  fifth  class . 

1.02 

.94 

.86 

.78 

Glass,  window,  common,  0.  R.  B _ 

1.02 

.94 

. 

.86 

.78 

Groceries: 

Cereal  products  or  preparations, 

N.  0.  S . 

1.25 

1.58 

1.17 

1.49 

1.08 

1.41 

1.00 

1.32 

Flour,  in  barrels  or  cotton  sacks. 

.97 

1.30 

.89 

1.21 

.81 

1.14 

.73 

1.05 

Molasses . 

1.15 

1.53 

1.07 

1.44 

.98 

1.36 

.90 

1.27 

Pease,  dried . 

1.05 

1.42 

.99 

1.30 

.89 

1.24 

.83 

1.12 

Starch  . 

1.04 

1.47 

.96 

1.35 

.88 

1.30 

.80 

1.18 

Sugar,  N.  0.  S.,  in  packages . 

.99 

1.39 

.91 

1.30 

.83 

1.22 

.75 

1.13 

Hardware: 

Butts,  iron  or  steel . 

1.13 

1.36 

1.01 

1.24 

.96 

1.19 

.84 

1.07 

Hammers,  files,  or  rasps . 

1.25 

1.51 

1.11 

1.37 

1.08 

1.34 

.94 

1.20 

Handles,  ax  .  .  . 

1.35 

1.26 

1.19 

1.10 

Hatchets . 

1.25 

1.51 

'i.'ii' 

1.37 

1.08 

1.34 

.96 

1.20 

Locks  and  padlocks . 

1.51 

1.37 

1.34 

1.20 

Screws,  N.  0.  S . 

1.20 

1.46 

1.08 

1.34 

1.03 

1.29 

.91 

1.17 

Shoes,  horse,  mule,  or  ox . 

.85 

1.25 

.77 

1.16 

.69 

1.09 

.61 

1.00 

Harness,  in  bales  or  boxes . 

1.78 

1.62 

1.61 

1.45 

Iron  or  steel  bolts  and  nuts . 

.87 

1.22 

.79 

1.13 

.71 

1.05 

.63 

.96 

Lead,  white . 

1.02 

1.34 

.94 

1.25 

.86 

1.17 

.78 

1.08 

Leather,  N.  0.  S . 

1.27 

1.68 

1.18 

1.52 

1.10 

1.51 

1.01 

1.35 

Mats  and  matting  NOS 

1.68 

1.52 

1.  51 

1.35 

Nails,  shoe . 

1.17 

1.46 

1.08 

1.34 

1.00 

1.29 

.91 

1.17 

Oilcloth,  floor,  table,  carriage,  or 

enameled . 

1.28 

1.61 

1.16 

1.47 

1.11 

1.44 

.99 

1.30 

Oil  N  O.  S  fifth  class 

1.05 

.  97 

.88 

.80 

Packing-house  products . 

1. 18 

1.10 

1.01 

.93 

Paints  or  colors  N.  O.  S.  Class  C _ 

1.06 

1.00 

.89 

.83 

Paper,  building,  roofing,  wrapping. . 

1.07 

1.42 

.99 

1.30 

.91 

1. 25 

.83 

1.13 

Rails  and  fastenings 

.71 

.65 

.54 

.48 

Rope  or  cable  N  O  S 

1. 06 

.97 

.90 

.81 

Saddlery,  N.  0.  S . 

1.59 

1.93 

1.43 

1.77 

1.41 

1.76 

1.25 

1.60 

Salt . 

.80 

1.11 

.74 

1.02 

.63 

.94 

.57 

.85 

Soap  . 

1.66 

1.52 

1.49 

1.35 

Soda,  caustic,  nitrate  of . 

.87 

1.20 

.79 

1.11 

.72 

.1.03 

.64 

.94 

Stoves  NOS 

1. 18 

1.09 

1.01 

.92 

Tinware,  N.  O.S.,  nested . 

1.27 

1.57 

1.18 

1.43 

1.10 

1.40 

1.01 

1.26 

Tobacco  leaf  unmanufactured 

1.15 

1.07 

.98 

.90 

Vehicles,  wagon  or  carriage,  wood, 

in  the  white,  not  ironed . 

1.09 

1.53 

1.02 

1.39 

.93 

1.37 

.86 

1.23 

Wire: 

Barbed, fence . 

.86 

1.20 

.78 

1.11 

.69 

1.03 

.61 

.94 

Brass  or  copper . 

1.09 

1.46 

1.00 

1.32 

.93 

1.29 

.84 

1.15 

Iron  or  steel . 

•86 

1.20 

.78 

1.11 

.69 

1.03 

.61 

.94 

524 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  29. — Through  freight  rates  from  interior  United  States  points  to  points  in 

Mexico — Continued. 


Rate  from  Pittsburg  territory  to — 


• 

Group  1. 

Group  2. 

commoQi  tics. 

All  rail. 

Rail  and  water. 

All  rail. 

Rail  and  water. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

Agricultural  implements . 

$1.&5 

. 

$1.26 

$1. 19 

$1.10 

Ammonia,  aqua  or  ammoniacal 

liquor,  in  carboys  or  bottles, 

0.  R.  B.,  and  leakage . 

1.  44 

1.35 

1.27 

1.18 

Asbestos  cloth . . . 

1.37 

$1.93 

1.29 

$1.79 

1.20 

$k  76 

1.12 

$1.62 

Axle  grease . 

1.06 

.98 

.90 

.82 

AxlesV  iron  or  steel,  N.  0.  S . 

.96 

. 

1.40 

.88 

1.28 

.79 

1.23 

.71 

1.11 

Bags  and  bagging . 

1.20 

1.60 

1.08 

1.46 

1.05 

1.43 

.93 

1.29 

Belting,  canvas,  leather,  or  rubber.. 

1.77 

1.61 

1.60 

1.44 

Blacking,  shoe,  stove,  or  harness, 

1.79 

1.65 

1.  62 

1.48 

N.  0.  S' . . ' . 

Boiler  covering,  mineral  wool . 

1.28 

1.73 

1.20 

1.61 

1.12 

1.57 

1.04 

1.45 

Boilers,  N.  0.  ST. . 

1.25 

1. 16 

1.09 

1.00 

Books,  N.  0.  S.,  boxed . 

1.91 

1.75 

1.74 

1.58 

Boots  and  shoes,  boxed . 

2.11 

1.95 

1.94 

1.78 

Bottles,  glass,  N.  0.  S . 

1.19 

1.62 

1.11 

1.50 

1.02 

1.45 

.94 

1.33 

Bottles,  to  Monterey  only . 

.69 

.56 

Cable: 

Copper  wire,  reels  or  coils . 

1.17 

1.71 

L08 

1.57 

1.00 

1.54 

.91 

1.40 

Wire,  iron  or  steel . 

1.07 

1.48 

.99 

1.36 

.90 

1.31 

.82 

1.19 

Canned  goods,  N.  0.  S . 

1.19 

1.52 

1.11 

1.43 

1.02 

1.35 

.94 

1.26 

Carpets,  N.  0.  S . 

1.83 

2. 01 

1.67 

1.85 

1.66 

1.84 

1.50 

1.68 

Clothing,  new  or  second-hand,  boxed 

2.16 

2.00 

1.99 

1.83 

Copper  bolts,  nails,  rods,  rivets, 

washers,  sheets,  plates,  blanks, 

and  screws . 

1.42 

1.68 

1.28 

1.54 

1.25 

1.51 

1.11 

1.37 

Copper  ingots . 

1.21 

1.66 

1.12 

1.44 

1.04 

1.39 

.95 

1.27 

Cordage,  in  packages,  Class  D . 

1.13 

1.07 

.97 

.91 

Crockerv,  N*  0.  S., "fifth  class . 

1.32 

1.24 

1.15 

1.07 

Drugs  and  medicines,  N.  0.  S . 

2. 01 

1.85 

1.84 

1.68 

Fish,  dry,  pickled,  or  salt,  N.  0.  S... 

1.19 

1.52 

1.11 

1.43 

1.02 

1.35 

.94 

1.26 

Furniture,  new,  K.  D . 

1.73 

1.64 

1.56 

1.47 

Glass,  fifth  class . 

1.11 

1.03 

.95 

.87 

Glass,  window,  common,  0.  R.  B _ 

1.11 

1.03 

.95 

.87 

Groceries: 

Cereal  products  or  preparations, 

N.  0.  S . 

1.34 

1.67 

1.26 

1.58 

1.17 

1.50 

1.09 

1.41 

Flour,  in  barrels  or  cotton  sacks. 

1.06 

1.39 

.98 

1.30 

.90 

1.23 

.82 

1.14 

Molasses . 

1.24 

1.62 

1.16 

1.53 

1.07 

1.45 

.99 

1.36 

Pease,  dried . 

1.12 

1.57 

1.06 

1.45 

.96 

1.39 

.90 

1.27 

Starch  . 

1.13 

1.62 

1.05 

1.50 

.97 

1.45 

.89 

1.33 

Sugar,  N.  0.  S.,  in  packages . 

1.08 

1.48 

1.00 

1.39 

.92 

1.31 

.84 

1.22 

Hardware: 

Butts,  iron  or  steel . 

1.28 

1.51 

1.16 

1.39 

1.11 

1.34 

.99 

1.22 

Hammers,  files,  or  rasps . 

1.47 

1.73 

1.33 

1.59 

1.30 

1.56 

1.16 

1.42 

Handles,  ax . 

1.44 

1.35 

1.28 

1.19 

Hatchets . 

1.47 

1.73 

1.33 

1.59 

1.30 

1.56 

1. 16 

1.42 

Locks  and  padlocks . 

1.73 

1.59 

1.56 

1.42 

Screws,  N.  6.  S . 

1.35 

1.61 

1.23 

1.49 

i.is 

1.44 

1.06 

1.32 

Shoes,  horse,  mule,  or  ox . 

.94 

1.34 

.86 

1.25 

.78 

1.18 

.70 

1.09 

Harness,  in  bales  or  boxes . 

2.01 

1.85 

1.84 

1.68 

Iron  or  steel  bolts  and  nuts . 

.96 

1.31 

.88 

1.22 

.80 

1.14 

.72 

1.05 

Lead,  white . 

1.11 

1.43 

1.03 

1.34 

.95 

1.16 

.87 

1.17 

Leather,  N.  0.  S . 

1.36 

1.91 

1.27 

1.75 

1.19 

1.74 

1.10 

1.58 

Mats  and  matting,  N.  O.  S . 

1. 91 

1.75 

1.74 

1.58 

Nails,  shoe . 

1.26 

1.61 

1.17 

1.49 

1.09 

1.44 

1.00 

1.32 

Oilcloth,  floor,  table,  carriage,  or 

enameled . 

1.43 

1.83 

1.31 

1.69 

1.26 

1.66 

1.14 

1.52 

Oil.  N.O.S.,  fifth  class . 

1.14 

1.06 

.97 

.89 

Packing-house  products . 

1.27 

1. 19 

1. 10 

1.02 

Paints  or  colors*,  N.  0.  S.,  Class  C _ 

1.13 

1.07 

.96 

.  90 

Paper,  building,  roofing,  wrapping. . 

1.16 

1.57 

1.08 

1. 45 

1.00 

1.40 

.92 

1.28 

Rails  and  fastenings . 

.78 

.72 

.61 

.55 

Rope  or  cable,  N.  0.  S . 

1. 15 

1.06 

.  99 

.90 

Saddlery,  N.O.S . 

1.82 

2.16 

1.66 

2. 00 

1.64 

1.99 

1.48 

1.83 

Salt . 

.87 

1.20 

.81 

1.11 

.70 

1.03 

.64 

.94 

Soap . 

1.88 

1.74 

1.71 

1.57 

Soda,  caustic,  nitrate  of . 

.96 

1.29 

.88 

1.20 

.81 

1.12 

.73 

1.03 

Stoves,  N.  0.  S . 

1.26 

1.17 

1.  09 

.  .. 

1. 00 

Tinware,  N.O.S. ,  nested . 

1.36 

1.79 

1.27 

1.65 

1.19 

1.62 

1.10 

1.48 

Tobacco,  leaf,  unmanufactured . 

1.24 

1. 16 

1.07 

.  99 

Vehicles,  wagon  or  carriage,  wood, 

. 

in  the  white,  not  ironed . 

1.15 

1.75 

1.08 

1.61 

.99 

1.59 

.92 

1.45 

Wire: 

Barbed,  fence . 

.95 

1.29 

.87 

1.20 

.78 

1.12 

.70 

1.03 

Brass  or  copper . 

1.18 

1.68 

1.09 

1.54 

1.02 

1.51 

.93 

1. 37 

Iron  or  steel . 

.95 

1.29 

.87 

1.20 

.78 

1.12 

.70 

1.03 

- — 

525 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 

Table  No.  30. — Tariff  No.  2 — New  York  to  Central  American  ports.  ( Supersedes  con¬ 
flicting  rates  of  earlier  date.)  “ Panama  route.” 

[Panama  Railroad  steamship  line,  Panama  Railroad,  and  connecting  steamer  lines.] 

'  Commencing  with  shipments  from  New  York,  September  1,  1905,  the  following 
rates  will  apply  per  cubic  foot  or  per  100  pounds  or  per  centum  ad  valorem  (steamer’s 
option)  except  otherwise  herein  provided. 


Classes. 

D. 

1. 

2. 

3. 

4  (less  than 
5- ton  lots). 

4  (5-ton 
lots 

upward). 

5  (5- ton 
lots  up¬ 
ward)^ 

Mini¬ 

mum. 

Punta  Arenas. . . . 
San  Juan  del  Sur. 

Corinto . 

Amapala . 

La  Union . 

La  Libertad . 

Acajutla . 

San  Jose  de  Guat. 
Champerico . 

$1.25  cu- 
bicfoot, 
$2.50100 
•  lbs. 

94  cents 
cubic 
foot, 
$1.88 100 
lbs.,  or 

2  4  per 
cent. 

53  cents 
cubic 
foot, 
$1.06100 
lbs. 

47  cents 
cubic 
foot,  94 
cents 
100  lbs. 

37  cents 
cubic 
foot,  74 
cents 
100  lbs. 

28  cents 
cubic 
foot,  56 
cents 
100  lbs. 

25  cents 
cubic 
foot, 
50  cents 
100  lbs. 

$5.  00 

a  Class  5.— Merchandise  under  this  class:  Bricks,  cement,  coal,  coke,  iron  and  steel  bars,  hoops, 
plates,  sheets  (including  galvanized),  pig,  rails,  fish  plates,  axles  and  wheels,  lead  (in  pigs),  salt  (in 
bags),  soda  (ash,  caustic,  hyposulphate,  and  silicate),  when  shipped  in  5-ton  lots  and  upward. 
Subject  to  the  following  exceptions: 


To  Punta  Arenas — 

Gunpowder . 

Refined  petroleum . 

Rosin . 

Treasure  on  value . 

White  and  yellow  pine  lumber.... 
Parcels  not  exceeding  2  cubic  feet 
To  other  Central  American  ports— 

Refined  petroleum . 

Rosin . 

Treasure  on  value . 

White  and  yellow  pine  lumber.... 
Parcels  not  exceeding  2  cubic  feet 

August  25,  1905. 


10  cents  per  pound. 

.25  cents  per  cubic  foot. 
.50  cents  per  100  pounds. 

11  per  cent. 

.$20  per  1,000  feet  B.  M. 
$2.50  each. 

.35  cents  per  cubic  foot. 
.50  cents  per  100  pounds. 
II  per  cent. 

$24  per  1,000  feet  B.  M. 
.$3  each. 


Mexican  freight  tariff  No.  2.  (Superseding,  conflicting  rates  of  earlier  date.)  Panama  route, 
Panama  Railroad  Steamship  Line.  Panama  Railroad,  Pacific  Steam  Navigation  Company,  and 
Cia.  Sud-Americana  deVapores.] 

Table  No.  31. — Tariff  of  freight  rates  from  New  York  to  Mexican  ports,  taking  effect 

April  16,  1901.  {Subject  to  change  without  notice.) 


Commencing  with  shipments  from  New  York,  April  16,  1901,  the  following  rates 
will  apply  per  ton  of  40  cubic  feet,  or  2,000  pounds,  at  steamer’s  option,  to: 


Classes. 

D. 

1. 

2. 

3. 

4. 

Special  (on 
5- ton  lots  of 
fourth-class 
freight). 

Mini¬ 

mum. 

Acapulco . 

Manzanillo . 

San  Bias . 

|  $50.00 

$36.  00 

$22. 80 

$20.  40 

$16. 80 

$13. 20 

$5. 00 

Beer,  glassware  (except  cut),  oakum,  shooks . per  ton..  $12.00 

Brushes,  boots  and  shoes,  refined  petroleum . do _  15.00 

Cotton  piece  goods . do _  18. 00 

Parcels  not  exceeding  2  cubic  feet . each..  3.00 


Rates  to  Mazatlan  (on  a  weight  basis)  will  be  those  of  Transcontinental  West-Round 
Tariff  No.  I-G,  effective  January  18,  1904,  and  supplements  thereto. 

New  York,  April  5,  1901. 


526 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  32. — Tariff  of  freight  rates  from  New  York  and  common  points  to  San  Fran¬ 
cisco,  taking  effect  January  26,  1904  ( subject  to  change  without  notice). 

[S.  F.  Rate  Circular  No.  7.  (Supersedes  conflicting  rates  of  earlier  date.)  Panama  route.  Panama 

Railroad  Steamship  Line,  Panama  Railroad.] 

[Class  rates,  subject  to  the  Western  classification,  in  cents  per  100  pounds.] 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

180 

150 

130 

115 

105 

105 

85 

80 

80 

70 

Commodity  rates  from  New  York  will  be  those  of  transcontinental  west-bound 
tariffs  in  effect  at  time  of  shipment  less  the  following  discounts:  Carloads,  20  per 
cent,  less  carloads,  30  per  cent,  observing  minimum  of  40  cents  per  100  pounds. 

Minimum  charge  for  any  single  shipment  will  be  $3. 

Subject  to  the  following  exceptions  from  New  York: 

Oil  (not  petroleum)  in  barrels  or  cases  in  carloads,  minimum  weight 24,000  pounds 
(calculated  on  actual  gross  weight),  50  cents  per  100  pounds. 

When  through  rates  are  60  cents  per  100  pounds  or  over  via  the  Panama  route 
they  will  apply  from  interior  points,  provided  the  local  freight  charges  to  New  Y'ork 
plus  transfer  do  not  exceed  20  cents  per  100  pounds,  and  provided  further  that  all 
shipments  from  points  outside  of  New  York  City  are  consigned  to  the  care  of  Panama 
Railroad  Steamship  Line,  24  State  street,  New  York. 

In  addition  to  the  regular  transportation  charges  provided  above  shipments  are 
subject  to  toll  levied  in  San  Francisco  by  the  State  of  California. 

New  York,  January  10,  1904. 


Table  No.  33. — Tariff  of  freight  rates  from  New  York  to  North  Pacific  coast  points,  viz, 
Portland,  Astoria,  Seattle,  Tacoma,  Port  Townsend,  Everett,  Anacortes,  New  Whatcom 
( Bellingham  Bay),  Vancouver,  and  Victoria,  taking  effect  July  1,  1904  ( subject  to 
change  without  notice). 

[Tariff  No.  6 — N.  P.  C.  (Supersedes  conflicting  rates  of  earlier  date.)  Panama  route.  Panama  Rail¬ 
road  Steamship  Line,  Panama  Railroad,  Pacific  Mail  Steamship  Company,  connecting  in  San  Fran¬ 
cisco  with  the  Oregon  Railroad  and  Navigation  Company  and  Pacific  Coast  Steamship  Company.] 

[Class  rates,  subject  to  the  Western  classification,  in  cents  per  100  pounds.] 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

180 

150 

130 

115 

105 

105 

85 

80 

80 

70 

Commodity  rates  from  New  York  will  be  those  of  transcontinental  west-bound 
tariffs  in  effect  at  time  of  shipment  less  the  following  discounts:  Carloads,  20  per 
cent,  less  carloads,  30  per  cent,  observing  minimum  of  60  cents  per  100  pounds. 

Minimum  charge  for  any  single  shipment  will  be  $4. 

Charges  from  interior  points  plus  transfer  in  New  York  will  be  absorbed  out  of  the 
through  rates  when  not  in  excess  of  20  cents  per  100  pounds,  but  in  no  case  can  maxi¬ 
mum  absorption  leave  less  than  60  cents  per  100  pounds  from  New  York  to  Pacific 
coast  terminals  mentioned.  All  shipments  from  points  outside  of  New  York  City 
must  be  consigned  to  the  care  of  Panama  Railroad  Steamship  Line,  24  State  street, 
New  York. 

In  addition  to  the  regular  transportation  charges  provided  above  shipments  are 
subject  to  toll  levied  in  San  Francisco  by  the  State  of  California. 

New  York,  July  1,  1904. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


527 


[Tariff  No.  2— C.  T.  (Supersedes  conflicting  rates  of  earlier  date.)  Panama  route.  Panama  Railroad' 
Steamship  Line,  Panama  Railroad,  and  connecting  steamer  lines.] 

Table  No.  34. — Tariff  of  freight  rates  from  New  York  and  common  points  to  California 
terminals ,  viz,  Sacramento  and  Stockton,  taking  effect  January  18,  1904-  ( subject  to  change- 
without  notice). 

[Class  rates,  subject  to  the  Western  classification,  in  cents  per  100  pounds.] 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

c. 

D. 

E. 

ISO 

150 

130 

115 

105 

105 

85 

80 

80 

70 

Commodity  rates  from  New  York  will  be  those  of  “Sunset”  tariff,  No.  C  22. 
Effective  January  18,  1904,  and  supplements  thereto,  less  the  following  discounts: 
Carloads,  20  per  cent;  less  carloads,  30  per  cent;  observing  minimum  of  50  cents  per 
100  pounds. 

Minimum  charge  for  any  single  shipment  will  be  $3.50. 

When  through  rates  are  70  cents  per  100  pounds  or  over,  via  the  Panama  route, 
they  will  apply  from  Boston,  Philadelphia,  Baltimore,  and  common  points,  provided 
the  local  freight  charges  to  New  York,  plus  transfer,  do  not  exceed  20  cents  per  100 
pounds;  and  provided  further,  that  all  shipments  from  points  outside  of  New  York 
City  are  consigned  to  the  care  of  Panama  Railroad  Steamship  Line,  24  State  street, 
New  York. 

In  addition  to  the  regular  transportation  charges  provided  above,  shipments  are 
subject  to  toll  levied  in  San  Francisco  by  the  State  of  California. 

New  York,  December  22,  1903. 


[Tariff  No.  4 — S.  C.  (Supersedes  conflicting  rates  of  earlier  date.)  Panama  route.  Panama  Railroad 
Steamship  Line,  Panama  Railroad,  and  connecting  steamer  lines.] 

Table  No.  35. — Tariff  of  freight  rates  from  New  York  and  common  points  to  southern 
California  points,  viz,  Los  Angeles,  San  Diego,  and.  Santa  Barbara,  taking  effect  July 
1,  1904  ( subject  to  change  without  notice ). 

[Class  rates,  subject  to  the  Western  classification,  in  cents  per  100  pounds.] 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

180 

150 

130 

115 

105 

105 

85 

80 

80 

70 

Commodity  rates  from  New  York  will  be  those  of  transcontinental  west-bound 
tariffs  in  effect  at  time  of  shipments,  less  the  following  discounts:  Carloads,  20  per 
cent;  less  carloads,  30  per  cent;  observing  minimum  of  60  cents  per  100  pounds. 

Minimum  charge  for  any  single  shipment  will  be  $3.50. 

Charges  from  interior  points,  plus  transfer  in  New  York,  will  be  absorbed  out  of 
the  through  rates  when  not  in  excess  of  20  cents  per  100  pounds,  but  in  no  case  can 
maximum  absorption  leave  less  than  60  cents  per  100  pounds  from  New  York  to 
Pacific  coast  terminals  mentioned.  All  shipments  from  points  outside  of  New  York* 
City  must  be  consigned  to  the  care  of  Panama  Railroad  Steamship  Line,  24  State 
street,  New  York. 

In  addition  to  the  regular  transportation  charges  provided  above,  shipments  are  ■ 
subject  to  toll  levied  in  San  Francisco  by  the  State  of  California. 

New  York,  July  1,  1904 . 


528 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  36. —  Tariff  of  freight  rates  from  New  York  to  Panama,  taking  effect  July  20, 

1905,  24  State  street,  New  York. 

[Tariff  No.  2— New  York  to  Panama.  (Supersedes  conflicting  rates  of  earlier  date.)  Panama  Rail¬ 
road  Company.  Panama  Railroad  Steamship  Line.] 

Commencing  with  shipments  trom  New  York,  July  20,  1905,  the  following  rates 
will  apply  per  cubic  foot  or  per  100  pounds,  at  option  of  carriers: 


Classes. 


D. 

1. 

.  2. 

3. 

4. 

•$1.12  cubic  foot; 

56  cents  cubic 

32  cents  cubic 

28  cents  cubic 

22  cents  cubic 

$2.24 100  pounds. 

foot;  $1.12  100 

foot;  64  cents 

foot;  56  cents 

foot;  44  cents 

pounds. 

100  pounds. 

100  pounds. 

100  pounds. 

Minimum. 


$4.00 


Subject  to  the  following  exceptions: 

Beans,  flour,  onions,  peas,  potatoes,  rice,  soap,  on  weight  basis .  Class  4. 

Flour  (in  10-ton  lots),  per  100  pounds . 35  cents. 

Gunpowder,  in  metallic  kegs .  Class  D. 

Lumber  (not  exceeding  20  feet  in  length),  per  M  feet  B.  M . $15. 

Pitch,  tar,  rosin,  cement,  per  100  pounds .  30  cents. 

Refined  petroleum,  in  lots  of  250  cases,  per  cubic  foot . 22i  cents. 

Refined  petroleum,  in  smaller  lots,  per  cubic  foot .  40  cents. 

Parcels,  not  exceeding  2  cubic  feet,  each .  $2. 

Treasure,  on  value .  i  of  1  per  cent. 


RULES  AND  CONDITIONS  OF  SHIPMENT. 

All  freight  must  be  prepaid  in  United  States  gold. 

No  bill  of  lading  signed  for  less  than  minimum  charge. 

All  packages  of  unusual  bulk  or  weight  will  be  taken  only  by  special  agreement. 

Owner’s  risk:  Oils  and  other  liquids  are  taken  only  at  owner’s  risk  of  leakage. 
Glassware,  crockery,  and  all  fragile  property  concealed  in  packages,  only  at  owner’s 
risk  of  breakage. 

All  perishable  property  only  at  owner’s  risk  of  frost,  heat,  and  decay. 

Dynamite  and  high  explosives  of  any  kind  not  carried. 

Refined  petroleum  taken  only  when  put  up  in  tin  cans,  boxed,  and  marked  as 
required  by  United  States  law. 

Shippers  must  comply  with  all  consular  regulations  for  manifests,  invoices,  certi¬ 
fication,  etc.,  and  any  fine  imposed  by  authorities  at  port  of  destination,  or  damage 
resulting  from  failure  in  this  respect,  or  for  errors  or  omissions  therein,  shall  be  at 
the  risk  and  expense  of  the  consignees  of  the  goods,  and  shall  be  paid  by  them. 

Steamers  sail  from  pier  57,  North  River,  New  York  City,  every  five  days  (Sundays 
excepted),  receiving  freight  up  till  noon  on  the  previous  day,  unless  sooner  full. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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S.  Doc.  244,  59-1 - 34 


530 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  38. — Southern  Pacific  Company ,  Morgan  Steamship  Line ,  in  connection  with 
the  United  Fruit  Company's  Steamship  Line.  Freight  tariff  No.  706,  corrected  ( cancels 
tariff  No.  524),  on  general  merchandise.  From  New  York,  N.  Y.,  to  Puerto  Cortez, 
Honduras ;  Punta  Gorda  and  Belize,  British  Honduras ;  Livingston,  and  Puerto  Barrios, 
Guatemala,  Central  America.  Effective  January  12,  1905. 

Rate. 

Advertising  matter,  per  cubic  foot . .  $0.  30 

Ale  and  beer,  bottled: 

In  casks,  per  cask .  1.  28 

In  cases,  per  cubic  foot . . . 30 

Agricultural  implements,  per  cubic  foot . . 30 

Acids,  released: 

Per  carboy .  4.50 

Drums,  each .  15.  00 

Axes,  anvils,  anchors,  per  100  pounds . 60 

Apples,  onions,  potatoes,  per  barrel . .  1.28 

Agateware,  per  cubic  foot . 30 

Bacon  and  green  meats,  per  100  pounds . 60 

Beef  and  pork: 

Per  barrel .  1.28 

Per  half  barrel . 75 

Boots  and  shoes,  per  cubic  foot . 30 

Butter  and  cheese,  per  100  pounds . 60 

Brooms,  per  cubic  foot . 30 

Bricks .  Special. 

Buckets  and  tubs: 

Galvanized,  per  cubic  foot . .30 

Wooden,  per  cubic  foot . 30 

Beans,  peas,  and  corn,  per  100  pounds . 60 

Bran  and  oats,  per  cubic  foot . 30 

Barbed  wire,  per  100  pounds . 60 

Blinds,  sash,  and  factory  work,  per  cubic  foot . 30 

Boilers . Special. 

Cabbage,  in  crates,  per  cubic  foot . 30 

Cement,  per  barrel .  1.28 

Crockery: 

In  crates  and  boxes,  per  cubic  foot . 30 

In  barrels,  per  barrel .  1.28 

Coal,  in  sacks  only .  Special. 

Canned  goods,  in  cases,  per  cubic  foot . 30 

Cordage  and  rope,  per  cubic  foot . 30 

Cisterns  (wood),  K.  D.  and  packed,  per  cubic  foot . 30 

Crackers: 

Per  barrel . ' .  1.28 

Per  half  barrel . 68 

In  boxes,  per  cubic  foot . 30 

Carts,  hand,  per  cubic  foot . 30 

Coffee,  per  100  pounds . 60 

Cigars  and  cigarettes,  per  cubic  foot . 30 

Carriages,  children,  K.  D.  and  packed,  per  cubic  foot . 

Carriages .  Special. 

Cots,  per  cubic  foot . 30 

Castings,  per  100  pounds . 60 

Corn  meal,  per  barrel .  1.28 

Demijohns,  M.  T.  O.  R.,  per  gallon . 05 

Doors  and  factory  work,  per  cubic  foot . 30 

Drugs,  per  cubic  foot . 30 

Dry  goods,  per  cubic  foot . 60 

Flour: 

Per  barrel .  1.28 

Per  half  barrel . 68 

Sacks,  per  100  pounds . 60 

Fish : 

Per  kit . 30 

Dry,  boxes  and  drums,  per  100  pounds .  .60 

Pickled,  per  barrel .  1.28 

Pickled,  per  half  barrel .  .75 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES.  531 

Furniture:  Rate. 

Packed,  per  cubic  foot .  $0.  30 

Common,  packed,  per  cubic  foot . 30 

Glassware: 

Packed,  cases,  0.  R.,  per  cubic  foot . 30 

Barrel,  O.  R.,  per  barrel . . .  1.28 

Gasoline,  in  tanks .  Special. 

Grindstones,  per  100  pounds . 60 

Groceries,  N.  0.  S.,  per  cubic  foot . 30 

Hardware,  heavy,  per  100  pounds .  .60 

Hay,  bales,  per  100  pounds . 60 

Hoes,  rakes,  shovels,  and  spades,  in  bundles,  per  cubic  foot . 30 

Hams,  per  100  pounds . 60 

Hollowware,  per  cubic  foot . 30 

Hats,  per  cubic  foot . 30 

Household  goods,  packed,  per  cubic  foot . 30 

Ice,  per  hogshead .  3.  38 

Iron,  sheet,  bar,  band,  and  rod,  per  100  pounds . 60 

Iron  safes .  Special. 

Kraut,  per  barrel .  1.28 

Lumber,  per  thousand . . , . . .  15.  00 

Lard,  per  100  pounds . 60 

Lead  and  zinc,  per  100  pounds . 60 

Lime,  per  barrel .  1.  28 

Leather,  per  cubic  foot . 30 

Live  stock .  Special. 

Marble,  packed,  O.  R.  B.,  per  100  pounds . 60 

Machinery: 

Heavy .  Special. 

Light,  boxed,  per  cubic  foot . 30 

Mirrors  and  glass,  framed,  boxed,  O.  R.,  per  cubic  foot . 30 

Molasses,  per  gallon . 06 

Measurement  freight,  N.  O.  S.,  per  cubic  foot . 30 

Mattresses,  packed,  per  cubic  foot . *. . 30 

Nails,  spikes,  and  horseshoes,  per  keg . • . 60 

Nails,  boxes,  per  100  pounds . 60 

Ox  bows,  per  dozen . 45 

Oil,  burning  and  lubricating,  per  gallon . 06 

Oakum,  per  cubic  foot . 30 

Paper,  wrapping,  per  cubic  foot . 30 

Paint: 

In  barrels,  wet,  per  gallon . . . , . 06 

Kegs,  cases,  and  cans,  per  100  pounds . 60 

Poultry  in  coops,  per  cubic  foot . 30 

Pickets .  Special. 

Pitch,  rosin,  and  tar,  per  100  pounds . 60 

Pigs’  feet,  per  barrel .  1.  28 

Pepper,  per  cubic  foot . .30 

Rice,  per  100  pounds . 60 

Stoves,  O.  R.,  per  cubic  foot . 30 

Stove  trimmings,  per  cubic  foot . 30 

Sash,  glazed,  0.  R.,  per  cubic  foot . 30 

Shingles,  per  thousand .  4.  50 

Sugar,  per  100  pounds . 60 

Scales,  per  cubic  foot . 30 

Sewing  machines,  K.  D.,  and  packed,  per  cubic  foot . 30 

Salt,  per  100  pounds . 60 

Specie,  per  cent,  American  value . „  .01 

Shot,  per  100  pounds . 60 

Showcases,  packed,  O.  R.,  per  cubic  foot . 30 

Soap,  per  cubic  foot . , . 30 

Tobacco : 

Plug,  per  100^ pounds . 60 

Smoking,  per  cubic  foot . 30 

Tinware,  per  cubic  foot . 30 

Turpentine,  per  gallon . 06 

Vegetables,  packed,  barrel,  per  barrel .  1.  28 

Vinegar,  per  gallon . 06 


532 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Whisky  and  wine:  Rate. 

Barrel,  per  gallon .  $0.  06 

Cases,  per  cubic  foot . 30 

Wire,  spools,  wire  rope,  per  100  pounds . 60 

Wooden  and  willow  ware,  per  cubic  foot . 30 

Wheelbarrows,  K.  D.,  per  cubic  foot . 30 

Wagons,  per  cubic  foot .  Special. 

Weight  goods,  N.  O.  S.,  per  100  pounds . 60 

Yawls . Special. 


Ship’s  option,  weight  or  measurement.  Freight  prepaid  in  United  States  currency. 
No  shipment  received  for  less  than  $3.15.  Above  rates  do  not  include  insurance. 
Primage  5  per  cent  additional. 

Note. — Rates  set  forth  herein  will  not  apply  on  heavy  pieces  weighing  1  ton  or 
over  each.  For  rates  on  heavy  pieces  weighing  1  ton  or  over  apply  for  rates. 

M.  J.  Dempsey, 

Traffic  Manager  United  Fruit  Company ,  New  Orleans,  La. 

C.  S.  Fay, 

General  Freight  Agent,  New  Orleans,  La. 

Issued  by  L.  J.  Spence,  G.  E.  F.  A.,  Southern  Pacific  Company,  349  Broadway,  New 
York. 

New  York,  January  11,  1905. 


Table  No.  39.—  Red  “D”  line  of  steamships.  Freight  tariff  to  La  Guaira  and  Puerto 

Cabello  from  New  York. 


[Corrected  January  1,  1903.] 

Flour:  Kate. 

Crackers,  meal  and  vegetables,  in  flour  barrels,  per  barrel .  $0.  50 

In  bags,  per  100  pounds . 25 

Beef  and  pork: 

Per  barrel . ! . 75 

In  half  barrels,  per  half  barrel . 40 

Kerosene: 

In  barrels,  per  barrel .  1.  00 

In  cases  of  10  gallons,  per  case . .* . 25 

Lard: 

In  tierces  of  450  pounds,  per  100  pounds . A . 25 

In  barrels  of  250  pounds,  per  100  pounds . 25 

In  firkins  of  120  pounds,  per  100  pounds . 30 

In  kegs  of  60  pounds,  per  100  pounds . 30 

In  tins,  loose — 

20-25  pounds,  per  tin . 20 

10-12  pounds,  per  tin . 15 

5  pounds,  per  tin . 10 

In  cases  or  crates,  per  cubic  foot . 12 

Butter,  in  cases  or  crates,  per  cubic  foot . 15 

Biscuits: 

In  tins  of  8-10  pounds,  loose,  per  tin . 12 

In  cases,  crates,  or  bundles,  per  cubic  foot . 15 

Corn,  in  bags  of  2  bushels,  per  bag . 25 

Beans  and  pease,  in  bags  of  2  bushels,  per  bag . 30 

Rosin,  rice,  cement,  and  tallow,  per  100  pounds . 20 

Cloves,  pepper,  seeds,  and  spices,  per  pound  . . 

Hams,  in  tierces,  per  pound . . 

Rope,  per  100  pounds . j.  . .  .30 

Brooms,  per  dozen . 40 

Shovels,  per  cubic  foot . 12 

Cassia,  per  cubic  foot . . . . .  .15 

Bran,  per  100  pounds . 50 

Barbed  wire,  per  100  pounds . 30 

Dry  goods,  per  cubic  foot . *. . 15 

Lumber: 

Pitch  pine — 

Flooring  boards,  per  M  feet .  12. 00 

Planks,  even  lengths,  per  M  feet .  10.00 

White  pine,  per  M  feet . *. .  9.00 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


533 


R00y*  Rate. 

In  barrels,  9/2  c/f.  per  barrel .  $1.  00 

In  cases,  per  cubic  foot . 12 

Cigarettes  and  tobacco,  per  cubic  foot . 15 

Oats,  per  100  pounds . 55 

Paper,  per  cubic  foot . 15 

Specie,  gold,  net . per  cent. .  % 

Imitation  jewelry . do _  1£ 

Weight  goods,  not  specified,  per  100  pounds . 35 

Measurement  goods,  not  specified,  per  cubic  foot . 15 


All  with  5  per  cent  primage,  and  to  La  Guaira,  in  addition  4  cents  per  100  kilos 
wharf  dues.  Boilers,  machinery,  cartridges,  jewelry,  and  all  other  goods  of  a  dan¬ 
gerous  nature  or  of  unusual  weight,  bulk  or  value,  at  special  rates.  No  bills  of  lad¬ 
ing  signed  for  less  than  $3.  Freight  payable  in  advance. 

Boulton,  Bliss  &  Dallett, 
General  Managers ,  135  Front  Street ,  New  York. 


Table  No.  40. — Red  “D”  Line  o  f  steamships— freight  tariff  to  Curasao,  Maracaibo ,  and 

La  Vela  de  Coro  from  New  York. 


[Corrected  January  1,  1903.] 


Curasao. 

Maracaibo. 

La  Vela. 

Flour: 

Crackers,  meal,  and  vegetables,  in  flour  barrels,  per  barrel . 

In  bags,  per  100  pounds . 

$0.  40 
.20 

$0. 60 
.30 

SO.  60 
.30 

Beef  and  "pork: 

Per  barrel . 

.70 

.90 

.90 

In  half  barrels,  per  half  barrel . 

.40 

.  50 

.50 

Kerosene: 

In  barrels,  per  barrel . 

1.00 

1.25 

1.25 

In  cases  of  io  gallons,  per  case . 

.  10 

.30 

.30 

Lard: 

In  tierces  of  450  pounds,  per  100  pounds . 

.20 

.30 

.30 

In  barrels  of  250  pounds,  per  100  pounds . 

.20 

.30 

.30 

In  firkins  of  120  pounds,  per  100  pounds . 

.25 

.35 

.40 

In  kegs  of  60  pounds,  per  100  pounds . 

.25 

.40 

.40 

In  tins,  loose— 

20-25  pounds,  per  tin . 

.20 

.20 

.20 

10-12  pounds,  per  tin . 

.  12 

.15 

.  15 

5  pounds,  per  tin . 

.07 

.  10 

10 

In  cases  or  crates,  per  cubic  foot . 

.  10 

.15 

.  15 

Butter,  in  cases  or  crates,  per  cubic  foot . 

.  10 

.15 

.15 

Biscuits: 

In  tins  of  8-10  pounds,  loose,  per  tin . 

.10 

.15 

.15 

In  cases,  crates,  or  bundles,  per  cubic  foot . 

.  10 

.  15 

.15 

Corn,  in  bags  of  2  bushels,  per  bag . 

.25 

.30 

.30 

Beans  and  peas,  in  bags  of  2  bushels,  per  bag . 

.  25 

.35 

.35 

Rosin,  rice,  cement,  and  tallow,  per  100  pounds . 

.20 

.30 

.30 

Cloves,  pepper,  seeds,  and  spices,  per  pound . 

i. 

3 

Hams,  in  tierces,  per  pound . * . 

A 

Rope,  per  100  pounds." . 

.25 

.35 

.35 

Brooms,  per  dozen . 

.40 

.40 

.40 

Shovels,  "per  cubic  foot . 

.  10 

.  15 

.  15 

Cassia,  per  cubic  foot . 

.  10 

.15 

.  15 

Bran,  per  100  pounds . 

.40 

.  60 

.60 

Barbed  wire,  per  100  pounds . 

.20 

.35 

.35 

Drv  goods,  per  cubic  foot . 

.  15 

.  20 

.20 

Lumber: 

Pitch  pine — 

Flooring  boards,  per  M  feet . 

12.00 

12. 00 

12. 00 

Planks,  even  lengths,  per  M  feet . . 

10.00 

10.  00 

10.  00 

White  pine,  per  M  feet . 

9.00 

9.00 

9.  00 

Beer: 

In  barrels,  9/2  c/f,  per  barrel . 

.95 

1.25 

1.25 

In  cases,  per  cubic  foot . 

.  10 

.  15 

.  15 

Cigarettes  and  tobacco,  per  cubic  foot . 

.  12 

.20 

.20 

Oats,  per  100  pounds . . . 

.30 

.60 

.  60 

Paner.  Der  cubic  foot . . ' _ 

.  10 

.  15 

.  15 

Specie,  "gold,  net . 

Imitation  jewelry . 

Weight  goods,  not  SDecified.  ner  100  Bounds . . 

...per  cent.. 

1 

a 

1 

.30 

1 

U 

i* 

.  40 

1 

3 

H 

.40 

Measurement  goods,  not  specified,  per  cubic  foot . 

.10 

.20 

.20 

All  with  5  per  cent  primage.  Boilers,  machinery,  cartridges,  jewelry,  and  all  other 
goods  of  a  dangerous  nature  or  of  unusual  weight,  bulk,  or  value,  at  special  rates. 
No  bills  of  lading  signed  for  less  than  $3.  Freight  payable  in  advance. 

Boulton,  Bliss  &  Dallett, 

General  Managers ,  135  Front  Street ,  New  York. 


534 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  41. — Hamburg  American  Line,  Atlas  Line  service.  Freight  tariff  outward 
from  New  York  to  Jamaica,  Colombia,  and  Central  America.  In  effect  July  1,  190-1. 
( Subject  to  change  without  notice.) 

[Pim,  Forwood  &  Kellock,  agents,  17  State  street,  New  York.] 


Articles. 

King¬ 

ston. 

Jamaica 

outports. 

Colom¬ 

bia. 

Grey- 

town. 

Port 

Limon. 

Flour: 

Meal,  bread  and  feed,  in  flour  barrels — 

Per  barrel . 

?0. 40 

• 

$0.  60 

SO.  60 

• 

§0.  85 

« 

$0.80 

.40 

Per  half  barrel . 

.25 

.35 

.35 

.  50 

In  bags,  per  100  pounds . 

.20 

.30 

.21 

.20* 

.90 

Beef,  pork,  tongues," and  lish: 

Per  barrel  . 

.50 

.70 

.75 

1.00 

Per  half  barrel . 

.30 

.40 

.45 

.60 

.50 

Per  quarter  barrel . 

.20 

.25 

Vegetables,  in  flour  barrels,  per  barrel . 

.50 

.60 

.60 

.  85 

.k> 

Lard,  butter,  oleomargarine,*  and  cheese,  per  100 
pounds . 

.25 

.35 

.30 

.  424 

.40 

Tallow,  grease,  parafin,  stearine,  caustic  soda, 
soda  ash,  and  silex,  per  100  pounds . 

.20 

.30 

.30 

.  421 

.35 

Soap,  weight  or  measurement* at  ship’s  option: 

Per  cubic  foot . 

.07 

.12 

.12 

.17 

.16 

Per  100  pounds . 

.  18 

.30 

.30 

.421 

.40 

Fish,  codfish: 

In  drums,  per  quintal . 

.331 

.  55 

Herrings  and  bloaters,  in  boxes,  per  cubic 
foot . 

.08 

.12 

.  12 

.17 

.  16 

Tar,  pitch,  rosin,  cement,  and  plaster:  lime  (on 
deck) ,  per  100  pounds . 

.20 

.30 

a.  75 

a  1.00 

a.  95 

Hay,  in  bales,  compressed,  per  100  pounds  (lots of 

5  tons) . 

.40 

.50 

b.  08 

Corn: 

Per  100  pounds . 

.35 

.30 

.421 

... _ .... 

.40 

In  2-bushel  bags,  per  bag . 

.20 

.30 

Oats  and  feed,  per  100  pounds . 

.25 

.35 

.30 
.  75 

.50 

.50 

Bran,  in  bags,  per  100  pounds . 

.  45 

.  55 

Rice,  per  100  pounds . 

.  171 

.30 

.30 

•  42* 
.35 

.40 

Barb  wire,  per  100  pounds . 

.20 

.30 

.25 

.35 

Brooms,  shovels,  boots  and  shoes,  candles,  furni¬ 
ture,  bottled  beer,  carriages,  canned  goods, 
lamps,  glassware,  rope,  twine,  trunks,  paper, 
tea,  gunny  bags,  per  cubic  foot . 

.08 

.12 

.12 

.17 

.16 

Beer  in  barrels,  per  cubic  foot . 

.08 

a.  90 

a.  90 

Hard  ware,  weigh  tor  measurement  at  ship’s  option: 
Per  cubic  foot . 

.12 

.12 

.17 

.16 

Per  100  pounds . 

.30 

.30 

.42* 

.40 

Malt,  per  cubic  foot . 

.40 

Beans  and  peas,  per  100  pounds . 

.20 

.30 

.30 

.42* 

.17 

.40 

Kerosene  in  cases,  per  cubic  foot . 

.08 

.12 

.10 

.16 

Kerosene  and  cotton-seed  oil,  in  barrels,  per  barrel. 
Heavy  oils  in  barrels: 

Per  barrel . 

1.00 

1.50 

Per  cubic  foot . 

.12 

.  12 

.  17 

Sugar,  per  100  pounds . 

.25 

.35 

.30 

.42* 

.42* 

.40 

Salt  in  barrels  and  sacks,  per  100  pounds . 

.30 

.21 

.20* 

Marble  dust,  per  ICO  pounds. . . 

.21 

Matches  (on  deck),  per  cubic  foot . 

.08 

. 

.  12 

.  12 

.  17 

.16 

Measurement  goods*  not  enumerated,  per  cubic 

foot . 

Weight  goods,  not  enumerated,  per  100  pounds ... 
Shooks: 

Puncheons  and  hogsheads,  per  shook  . 

.08 

.20 

.40 

.12 

.30 

.  50 

.12 

.30 

.17 

.42* 

.16 

.40 

Bov  and  shingles  per  enhie  foot  . 

.07 

.  12 

Barrel,  number  of  barrel  packages  make  up, 
per  cubic  foot  . . . 

.07 

.12 

Orange  barrels,  number  of  barrel  packages 

make  nn  ner  barrel 

.05 

Lumber  (ordinary),  per  1,000  feet . 

Rrieks  ner  1  0Q0 

6.50 

8.  ,50 

10.00 

12.00 

12.00 

Fire-bricks  per  1  000 

9.50 

Kflfps  nor  100  nonmls 

Benzine,  gasoline,  and  naphtha,  in  5-gallon  cans 
(cased),  acids,  ammonia,  ether,  and  fireworks 

(all  on  deck),  per  cubic  foot . 

Gasoline  and  naphtha  in  10-gallon  drums  (cased) 
on  deck  per  cubic  foot. 

.20 

. 

(o) 

.20 

.30 

.  25 

.25 

Powder,  dynamite,  explosives,  and  fuse,  per 

pound,  gross  weight . 

Cartridges  (for  firearms),  per  pound,  gross  weight. 
Acids  in  carbovs  (on  deck),  per  carbov . 

.03 

.001 

2.50 

(c) 

(el 

(c) 

.04 

.001 

2.50 

.04 

.001 

2.50 

.  04 
.001 
2.50 

a  Per  barrel. 
b  Per  cubic  foot. 

c  No  deck  cargo,  live  stock,  or  explosives  carried  to  Jamaica  outports  via  Kingston. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


535 


Table  No.  41. — Hamburg  American  Line ,  Atlas  Line  service.  Freight  tariff  outward 
from  New  York  to  Jamaica,  Colombia ,  and  Central  America.  Ln  effect  July  1,  1903. 
( Subject  to  change  without  notice) — Continued. 


Articles. 

King¬ 

ston. 

Jamaica 

outports. 

Colom¬ 

bia. 

Grey- 

town. 

Port 

Limon. 

Acid  in  large  metal  drums  (on  deck),  per  drum.. 

Carbonic-acid  gas  (on  deck),  in  cylinders  not 
over  100  pounds  weight,  per  cvlinder . 

$10. 00 

.60 

(«) 

[  b  $10. 00 
<  c  5. 00 
l  c  2.  50 

b  $10. 00 
c  5. 00 
c2.50 

b  $10. 00 
c  5. 00 
c.  2. 50 

Specie  and  valuables,  per  ad  valorem  (net) 

. per  cent.. 

Machinery,  boilers,  etc . 

1 

9 

1 

9 

Spec 
( b ) 

(*>) 

(h) 

(b) 

(b) 

i 

ial  agreen 
75.00 

1 

lent. 

85. 00 

1 

Cattle,  per  head . 

40.  00 

75. 00 

Horses, *per  head . 

Sheep,  per  head . 

50.00 
15.  00 

75.00 
25.  00 

85.00 

35.00 

75.00 
25. 00 

Hogs,  per  head . 

20.00 

25. 00 

35. 00 

25. 00 

Chickens  and  fowls  (in  crates  of  not  over  4  in  one 
crate),  per  crate . 

4. 00 

5.00 

5.00 

5.00 

a  No  deck  cargo,  live  stock,  or  explosives  carried  to  Jamaica  outports  via  Kingston. 
b  Large. 
c  Smaller. 

All  rates  bear  10  per  cent  primage  additional  except  those  on  specie  and  live  stock. 
Kingston  freights  payable  at  New  York  or  at  destination,  at  shipper’s  option;  all 
other  freights  and  dues  must  be  prepaid  in  exchange  for  bill  of  lading. 

On  shipments  to  Colombian  ports,  following  charges  must  be  prepaid  with  the 
freight: 


Stamp  duty  on  each  set  of  bills  of  lading .  $2.  00 

Light-house  dues,  per  1,000  kilos . 60 

Tonnage  dues,  per  1,000  kilos . . .  1.  50 

Manifest  fee,  per  package . 01 


Table  No.  42. — The  New  York  and  Porto  Rico  Steamship  Company  freight  tariff. 

[Subject  to  change  without  notice.  To  San  Juan,  Ponce,  and  Mayaguez,  and  when  sufficient  cargo 
offers  to  Aguadilla,  Arroyo,  Humacao,  Fajardo,  and  Arecibo.  Cargo  for  Arecibo  will  pay  10  per 
cent  in  addition  to  these'rates.  When  steamer  does  not  call  at  any  of  the  above  ports  goods  may 
be  transshipped  by  coast  steamer  at  San  Juan.  (See  transshipment  rate).  Freight  must  be  prepaid. 
Five  per  cent  primage  on  all  freight.  No  freight  received  without  permit,  which  can  be  had  on 
application.] 


Acid:  Rate. 

In  carboys,  on  deck,  per  carboy .  $3.  00 

In  drums,  on  deck,  per  cubic  foot . 20 

Beans  and  pease,  in  bags  or  barrels,  per  100  pounds . 20 

Beer,  in  barrels,  per  barrel . . 75 

Bran  and  feed,  per  100  pounds . 30 

Bacon,  butter  and  boxed  provisions,  per  cubic  foot . 12 

Brooms,  per  cubic  foot . 12 

Boots  and  shoes,  per  cubic  foot . 16 

Beef  and  tongue,  in  barrels  and  half  barrels,  per  100  pounds . 20 

Box  shooks,  empty  boxes,  per  cubic  foot . 08 

Cornmeal,  in  bags,  per  bag . 30 

Corn  and  oats,  per  bushel . 10 

Crackers: 

In  barrels,  per  barrel . 50 

Soda,  in  boxes,  per  cubic  foot . 08 

Per  cubic  foot . 12 

Chairs,  common,  per  cubic  foot . 12 

Carriages,  per  cubic  foot . 16 

Cement,  in  barrels,  per  100  pounds . 10 

Cots  and  wire  mattresses,  per  cubic  foot . 10 

Carriage  woodwork,  wheels,  etc.,  per  cubic  foot . 10  . 

Cheese  and  candles,  per  cubic  foot . 12 

Cartridges,  per  pound . 03 

Coal,  in  bags,  per  ton . . .  4.  00 

Dry  goods,  cotton  goods,  notions,  etc.,  per  cubic  foot . 14 

Drugs,  druggists’  sundries,  chemicals,  etc.,  per  cubic  foot . 20 


530  DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 

Rate 

Flour,  in  customary  bags  or  barrels,  per  bag  or  barrel .  $0.  30 

Fruit  and  vegetables,  per  barrel . 50 

Fish: 

In  drums,  4  quintals  per  drum .  1.00 

In  boxes,  per  cubic  foot . . 08 

Pickled,  in  barrels,  per  100  pounds . 20 

Fertilizer,  in  bags,  per  100  pounds . 20 

Fire  clay,  per  100  pounds . 20 

Fire  brick,  per  100  pounds . 20 

Furniture,  per  cubic  foot . 16 

Glassware,  crockery,  and  earthenware,  per  cubic  foot . 10 

Grease,  per  100  pounds . 30 

Grindstones,  per  100  pounds . 25 

Hams,  per  cubic  foot . 12 

Hay,  in  bales,  per  cubic  foot . 08 

Hoops,  per  1,000  hoops .  5  00 

Household  effects  in  use,  per  cubic  foot . 12 

Hats,  per  cubic  foot . 14 

Iron,  in  bars,  sheets,  per  100  pounds . 30 

Iron  castings,  angle  iron,  etc.,  per  100  pounds . 35 

Iron  corrugated  roofing,  in  sheets,  per  100  pounds . 20 

Lard: 

In  tierces  and  barrels,  per  100  pounds . 25 

In  cases,  per  cubic  foot . 12 

Lampware,  per  cubic  foot . 12 

Lumber: 

White  pine,  per  1,000  feet .  5.  00 

Yellow  pine,  per  1,000  feet .  8.  00 

Matches,  in  tin-lined  cases,  per  cubic  foot . 12 

Match  splints,  in  cases,  strawboard,  per  cubic  foot . 08 

Machinery: 

Pieces  or  packages  under  2,000  pounds,  per  100  pounds .  35 

2,000  to  3,000  pounds  per  piece  or  package,  per  100  pounds .  50 

3,000  to  4,000  pounds  per  piece  or  package,  per  100  pounds . 60 

4,000  to  5,000  pounds  per  piece  or  package,  per  100  pounds . 75 

5,000  to  6,000  pounds  per  piece  or  package,  per  100  pounds .  1. 00 

Over  6,000  pounds .  Special. 

Measurement  rate  at  ship’s  option,  per  cubic  foot . 16 

Millinery,  ribbons,  etc.,  per  cubic  foot . 16 

Nails,  per  100  pounds . 25 

Nuts  and  bolts,  per  100  pounds . 35 

Oil,  lubricating,  per  cubic  foot . 13 

Pork,  per  barrel . 60 

Paper  (straw),, in  bundles,  per  cubic  foot . . . . 08 

Paper  bags,  per  cubic  foot . 08 

Paper,  news  print,  per  cubic  foot . 12 

Pepper,  in  bags,  per  cubic  foot . 12 

Paint,  per  100  pounds . 25 

Petroleum,  per  cubic  foot . 06 

Pipe: 

Iron,  per  100  pounds . 30 

Spiral,  per  cubic  foot . 12 

Plated  ware,  cheap  jewelry,  etc.,  per  cubic  foot . 20 

Piles* 

Spruce,  per  running  foot . 10 

Creosoted,  per  running  foot . 15 

Kice,  in  bags,  per  100  pounds . 20 

Rosin,  tar,  pitch,  plaster,  sand,  sulphur,  tallow,  marble,  per  100  pounds . 25 

Rope  and  twine,  per  cubic  foot . 16 

Rails,  per  100  pounds . 30 

Stationery,  per  cubic  foot . 16 

•  Safes: 

Under  2,000  pounds,  per  100  pounds . 35 

Over  2,000  pounds,  per  pound . 01 

Starch,  maizena  and  miscellaneous  provisions,  per  cubic  foot . 12 

Soup  paste,  macaroni,  in  boxes,  per  cubic  foot . 10 

Starch,  in  bags,  per  100  pounds . 25 

Shooks  and  heads,  per  S.  &  II . 30 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


537 


Soap:  Rate. 

Laundry,  per  cubic  foot .  $0. 12 

Fancy,  per  cubic  foot . 20 

Sewing  machines,  per  cubic  foot . 16 

Specie,  one-fourth  of  1  per  cent. 

Turpentine,  varnish,  etc.,  per  cubic  foot . 13 

Transshipment  rate,  additional: 

Weight  goods,  per  100  pounds . i . 10 

Measurement  goods,  per  cubic  foot . 06 

Per  bag  or  barrel  of  200  pounds,  each . 15 

Whisky,  wines,  etc.,  per  cubic  foot . 12 

Wire,  barbed,  per  100  pounds . 25 

Wooden  ware  and  light  hardware,  per  cubic  foot . 16 

Measurement  rate  unclassified,  per  cubic  foot . 16 

Weight  rate  unclassified,  per  100  pounds . 35 

Minimum  bill  of  lading .  3.  00 


Landing  charges  at  San  Juan,  prepaid,  2J  cents  per  100  pounds,  or  1  cent  per  cubic 
foot. 

Lighterage  charges  at  Ponce,  prepaid,  for  packages  under  2,000  pounds: 


Provisions .  4  cents  per  100  pounds. 

Dry  goods,  iron,  hardware,  bags,  etc .  8  cents  per  100  pounds. 

Lumber,  white  pine . $1  per  M  feet. 

Yellow  pine .  $1.25  per  M  feet. 

Cement .  12 J  cents  per  barrel. 


Lighterage  charges  at  other  ports  payable  by  consignees  of  goods. 

Powder,  dynamite,  explosives  and  fireworks  taken  on  steamers  that  do  not  carry 
passengers  and  under  special  permit. 

Coal  in  hogsheads,  lumber,  shooks,  hoops,  rosin,  tar,  pitch,  etc.,  at  steamer’s 
option,  under  or  on  deck.  Locomotives,  machinery  and  other  heavy  goods  will  be 
taken  at  special  rates. 

Freight  must  be  prepaid  upon  signing  bills  of  lading. 

Goods  taken  by  weight,  measurement,  or  valuation  at  the  option  of  the  steamship 
company,  subject  to  all  the  conditions  in  its  bill  of  lading.  When  two  or  more 
classes  of  merchandise  are  contained  in  one  package  freight  will  be  charged  at  the 
rate  applicable  to  the  highest  class. 

New  York,  January  2,  1905. 


Table  No.  43. — Tariff  of  freight  rates  from  New  Orleans ,  La. ,  to  Colon  and  Panama 
and  ports  in  Costa .  Rica ,  Nicaragua ,  Mexico ,  Republic  of  Colombia ,  Ecuador ,  Peru , 
and  Chile ,  taking  effect  January  1,  1904  ( subject  to  change  without  notice).  Steamers 
sail  from  New  Orleans  weekly ,  receiving  freight  up  to  noon  on  the  previous  day  of  sailing. 
United  Fruit .  Company’ s  Steamship  I  Trie,  321  St.  Charles  street,  New  Orleans ,  La., 
M.  J.  Dempsey ,  traffic  manager. 

[United  Fruit  Company’s  steamship  line,  “Gulf  and  Panama  Route.”  Pacific  Steam  Navigation 
Company.  Panama  Railroad.  Cia.  Sud-Americana  de  Vapores.] 

Rates  of  Freight  to  Colon. 

Effective  January  1,  1904,  the  following  rates  will  apply  per  ton  of  40  cubic  feet, 
or  2,000  pounds,  at  steamer’s  option: 


Classes. 

Minimum. 

D. 

1. 

2. 

3. 

4. 

$20.00 

$10. 00 

$8.00 

$6.00 

$5.00 

$3.00 

Subject  to  the  following  exceptions: 

Beer,  in  barrels,  each .  $0. 85 

Acids,  on  deck,  per  pound . 03 

Gunpowder,  in  metallic  kegs,  per  pound . 03 

Gold  or  silver  coin,  dust,  or  bars .  One-half  of  1  per  cent  on  value. 

Oil,  refined  kerosene,  per  case  of  2  cubic  feet  each .  $0.25 

Plated  ware,  silverware,  jewelry,  watches,  pistols,  etc.,  1  per  cent  on  value  in  addition,  per 

cubit  foot . * . 20 

Lumber,  per  1,000  feet  B.  M . .  10.00 

Parcels  (not  exceeding  2  cubic  feet) ,  each .  1. 00 


538 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


RULES  AND  CONDITIONS  OF  SHIPMENT. 

All  freight  must  be  prepaid  in  United  States  gold. 

No  bill  of  lading  signed  for  less  than  minimum  charge. 

All  packages  of  unusual  bulk  or  weight  will  be  taken  only  by  special  agreement. 

Owner’s  risk:  Oils  and  other  liquids  are  taken  only  at  owner’s  risk  of  leakage. 
Glassware,  crockery,  and  all  fragile  property  concealed  in  packages,  only  at  owner’s 
risk  of  breakage. 

All  perishable  property  only  at  owner’s  risk  of  frost,  heat,  and  decay. 

Dynamite  and  high  explosives  of  any  kind  not  carried. 

Refined  petroleum  taken  only  when  put  up  in  tin  cans,  boxed,  and  marked  as 
required  by  United  States  law. 

Shippers  must  comply  with  all  consular  regulations  for  manifests,  invoices,  certifi¬ 
cation,  etc.,  and  any  fine  imposed  by  authorities  at  port  of  destination,  or  damage 
resulting  from  failure  in  this  respect,  or  for  errors  or  omissions  therein,  shall  be  at 
the  risk  and  expense  of  consignees  of  the  goods,  and  shall  be  paid  by  them. 

Rates  of  Freight  to  Panama. 

Effective  January  1, 1904,  the  following  rates  will  apply  per  ton  of  40  cubic  feet,  or 
2,000  pounds,  at  steamer’s  option: 


Classes. 

Special  (on 
10-ton  lots  of 
fourth-class 
freight). 

Minimum. 

D. 

1. 

2. 

3. 

4. 

$48.00 

$28.  00 

$24.00 

$21.  60 

$14. 40 

$13. 20 

$4.00 

Subject  to  the  following  exceptions: 


Beef  and  pork: 

In  barrels,  each .  $2. 50 

In  half  barrels,  each .  1.40 

In  quarter  barrels,  each . . . . .  .80 

Beans,  flour,  onions,  peas,  potatoes,  rice,  soap,  per  ton  weight . : .  10.00 

Boots  and  shoes,  dry  goods,  per  ton  measurement .  20. 00 

Flour  (in  10-ton  lots)  per  ton  weight .  7.00 

Gunpowder,  in  metallic  kegs,  per  pound . 06 

Hams,  dried  and  salt  fish,  per  ton  measurement .  12.00 

Lager  beer: 

In  barrels,  each .  2.00 

In  cases,  candles,  per  ton  measurement .  10.00 

Lumber  (not  exceeding  20  feet  in  length): 

Per  M  feet  B.  M .  20. 00 

Per  M  feet  B.  M.,  in  lots  of  10,000  feet . . .  16. 00 

Pitch,  tar,  rosin,  cement,  per  ton  weight .  6.00 

Refined  petroleum,  per  ton  measurement .  16.00 

Sugar,  refined,  per  ton  measurement .  10. 00 

Parcels,  not  exceeding  2  cubic  feet,  each . . .  2. 00 


Rules  and  conditions  of  shipment  same  as  to  Colon. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


539 


Rates  of  Freight  to  Central  American  Ports. 


Effective  January  1,  1904,  the  following  rates  will  apply  per  ton  of  40  cubic  feet,  or 
2,000  pounds,  at  steamer’s  option,  to: 


Classes. 

Special  (on 
5-ton  lots 
on  fourth- 
class 
freight). 

Mini¬ 

mum. 

D. 

1. 

2. 

3. 

4. 

Punta  Arenas . 

San  Juan  del  Sur . 

Corinto . 

Amalpala . 

La  Union . 

$48.00 

$28. 00 

$20.  00 

$20. 00 

$15. 00 

$10. 00 

■  $5.00 

La  Libertad  . . 

Acajutla . 

San  Jose  de  Guat . 

Camperico . 

Ocos . 

48. 00 

32.00 

20. 00 

20. 00 

15.00 

12. 40 

Subject  to  the  following  exceptions: 

To  Punta  Arenas— 

Flour . . . 

Refined  petroleum . 

Barbed  wire . 

Rosin . . . 

White  and  yellow  pine  lumber . 

Parcels  not  exceeding  2  cubic  feet . 

To  other  Central  American  ports— 

Flour  . 

Refined  petroleum . 

Rosin . 

White  and  yellow  pine  lumber . 

Parcels  not  exceeding  2  cubic  feet . . . 

Rules  and  conditions  of  shipment  same  as  to  Colon. 


50  cents  per  100  pounds. 
25  cents  per  cubic  foot. 
50  cents  per  100  pounds. 
50  cents  per  100  pounds. 
$20  per  1,000  feet  B.  M. 
$2.50  each. 

45  cents  per  100  pounds. 
35  cents  per  cubic  foot. 
50  cents  per  100  pounds. 
$24  per  1,000  feet  B.  M. 
$3  each. 


Rates  of  Freight  to  Mexican  Ports. 


Commencing  with  shipments  from  New  Orleans  January  1,  1904,  the  following 
rates  will  apply  per  ton  of  40  cubic  feet,  or  2,000  pounds,  at  steamer’s  option,  to — 


• 

Classes. 

D. 

1. 

2. 

3. 

4. 

Special  (on 
5-ton  lots 
on  fourth- 
class 
freight). 

Mini 

mum. 

Acapulco . 

Manzanillo . 

San  Bias . 

|  $50.00 

$36. 00 

$22.  80 

$20.  40 

$16.  80 

$13. 20 

$5. 00 

Beer,  glassware  (except  cut),  oakum,  shooks . per  ton..  $12.00 

Brushes,  boots  and  shoes,  refined  petroleum . do _  15.00 

Cotton  piece  goods . do _  18. 00 

Parcels  not  exceeding  2  cubic  fee* . each. .  3. 00 


New  Orleans,  January  1 ,  1904- 


\ 


540 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


✓ 

Rates  of  Freight  to  Ports  in  Republic  of  Colombia,  Ecuador,  Peru,  and  Chile. 


Buenaventura, 
Tumaco,  Es- 
meraldas,  Ba¬ 
hia,  Manta, 
Cayo,  Bal- 
lenita. 


General  merchandise  not  elsewhere 
enumerated. 


Aerated  waters,  agricultural  imple¬ 
ments,  axes,  boots  and  shoes,  blan¬ 
kets,  blacking,  bags  and  bagging, 
beer,  bicycles,  brooms,  brushes, 
buckets,  canned  goods,  canvas,  car¬ 
pets,  candles,  carriages,  cotton 
waste,  copper,  cordage,  crackers, 
drugs,  edge  tools,  earthenware, 
electrical  goods,  furniture,  floor¬ 
cloth,  glassware  (common),  hard¬ 
ware,  harness,  hats,  ink,  kettles 
(copper  and  iron),  lamps,  lanterns, 
leather,  musical  instruments  medi¬ 
cines,  mucilage,  machinery  (pieces 
and  packages  under  2  tons),  oil¬ 
cloth,  oil  (lubricating),  oakum, 
paper  (printing  or  wrapping),  pot¬ 
ash,  provisions,  pumps,  rope,  sad¬ 
dlery,  salt,  safes  (under  2  tons), 
sewing  machines,  scales,  shooks, 
soap,  steel,  stove  castings,  sugar 
pans,  shovels,  sugar  mills,  tinwa  re, 
toys,  trunks,  twine,  tools,  varnish, 
wax,  wine,  wooden  ware. 

Beef,  butter,  caustic  soda,  cheese, 
iron  (bar,  hoop,  sheet,  and  galvan¬ 
ized),  iron  pipe  (under  6  inches  in 
diameter),  lard,  nails,  paints,  pork, 
rice,  wire  (iron,  brass,  copper,  or 
barbed). 

Matches  (in  tin-lined  cases) . . 

Flour  (in  bags  or  barrels),  bricks, 
cement,  grease,  rosin,  tallow,  tar. 

Metallic  cartridges . 

Refined  petroleum,  in  cans,  boxed  .. 

Acids . 

Plated  ware  and  silverware,  jewelry, 
watches,  revolvers. 


Gold  and  silver  coin,  bars  or  dust, 
precious  stones,  etc. 

Parcels  (per  cubic  foot  or  fraction  of 
a  foot). 


cubic  fo< 
or  $1  perl( 
pounds. 

374  cents  p< 
cubic  foot  i 
75  cents  pi 
100  pounds 


75  cents  per 
100  pounds. 


50  cents  per 
cubic  foot. 

45  cents  per 
100  pounds. 

51. 50  per  100 
pounds. 

30  cents  per 
cubic  foot. 

S6  per  100 
pounds. 

50  cents  percu- 
bic  foot  and 
1  per  cent 
on  value. 

II  per  cent  on 
value. 

52.50  . 


Ports  of— 


Guayaquil, 
Port  Bolivar. 


371  cents  per 
cubic  foot  or 
75  cents  per 
100  pounds. 

30  cents  per 
cubic  foot  or 
60  cents  per 
100  pounds. 


60  cents  per 
100  pounds. 


374  cents  per 
cubic  foot. 

45  cents  per 
100  pounds. 

SI  per  100 
pounds. 

25  cents  per 
cubic  foot. 

S6  per  100 
pounds. 

50  cents  per  cu¬ 
bic  foot  and 
1  per  cent 
on  value. 

14  per  cent  on 
value. 

S2.50 . 


Tumbes,  Eten,  j 
Huanchaco, 
Chimbote,  Sa-  j 
manco,  Casma, 
Supe,  Huacho, 
Tam  bo  de 
Mora,  Lomas,  I 
Chala,  Quilca,  \ 
Taltal,  Ghana-  j 
ral,  Carrizal. 


50  cents  per 
cubic  foot  or 
SI  per  100  j 
pounds. 

374  cents  per 
cubic  foot  or 
75  cents  per 
100  pounds. 


75  cents  per 
100  pounds. 


50  cents  per 
cubic  foot. 

45  cents  per 
100  pounds. 

51  per  100 
pounds. 

25  cents  per 
cubic  foot. 

S6  per  100 
pounds. 

50  cents  percu- 
bic  foot  and 
1  per  cent  on 
value. 

14  per  cent  on 
value. 

S2.50 . 


Payta,  Pacas- 
mayo,  Sala- 
verry,  Callao 
Cerro  Azul, 
Pisco,  Mollen- 
do,  Ho,  Arica, 
Pisagua,Caleta, 
Buena, Iquique, 
Tocopilla,  Co- 
bija,  Antofa¬ 
gasta,  Caldera, 
Huasco,  Co- 
quimbo,  Val¬ 
paraiso,  Talca 
huano. 


25  cents  per  cu¬ 
bic  foot  or  50 
cents  per  100 
pounds. 


50  cents  per 
100  pounds. 


30  cents  per 
cubic  foot. 

45  cents  per 
100  pounds. 

75  cents  per 
100  pounds. 

25  cents  per 
cubic  foot. 

S6  per  100 
pounds. 

50  cents  per  cu¬ 
bic  foot  and 
1  per  cent  on 
value. 

14  per  cent  on 
value. 

S2. 50. 


Rules  and  conditions  of  shipment,  same  as  to  Colon. 

All  freight  must  be  prepaid  and  is  payable  in  United  States  gold. 

No  bill  of  lading  signed  for  less  than  $5. 

Goods  taken  by  weight  or  measurement,  at  carrier’s  option,  unless  otherwise  stated. 
All  packages  of  unusual  bulk  or  weight  will  be  taken  only  by  special  agreement. 
Owner’s  risk:  Oil  and  other  liquids  are  taken  only  at  owner’s  risk  of  leakage. 
Glassware,  crockery,  and  all  fragile  property  concealed  in  packages,  only  at  owner’s 
risk  of  breakage. 

All  perishable  property  only  at  owner’s  risk  of  frost,  heat,  and  decay. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


541 


Dynamite,  blue  powder,  or  high  explosives  of  any  kind  not  carried. 

Refined  petroleum  taken  only  when  put  up  in  tin  cans,  boxed  and  strapped,  and 
marked  as  required  by  United  States  law. 

Shippers  must  comply  with  all  consular  regulations,  for  manifests,  invoices,  certifi¬ 
cation,  etc. ;  and  any  fine  imposed  by  authorities  at  port  of  destination,  or  damage 
resulting  from  failure  in  this  respect,  or  for  errors  or  omissions  therein,  shall  be  at 
the  risk  and  expense  of  consignees  of  the  goods,  and  shall  be  paid  by  them. 


Table  No.  44. — The  New  York  and  Cuba  Mail  Steamship  Company ,  Ward  Line,  freight 
tariff ,  New  York  to  Veracruz  and  Tampico,  effective  October  1, 1903.  ( Subject  to  change 

without  notice. ) 


Acids: 

Carboys,  each . 

In  iron  drums,  per  100  pounds  . . . 

Animals: 

Cattle,  per  head . . 

Horses,  per  head . . . 

Dogs,  per  head . 

Calves  in  crates,  per  cubic  foot . 

Hogs  in  crates,  per  cubic  foot . 

Asphalt,  per  100' pounds . 

Apples,  per  barrel . 

Barley,  per  100  pounds . 

Beer,  ale,  or  porter,  bottled,  per  cubic  foot . 

Bran,  per  100  pounds . 

Brick,  fire  or  common,  per  1,000  . . 

Cartridges,  per  100  pounds . 

Caustic  soda,  per  100  pounds . 

Cement,  per  100  pounds . , . 

Chimneys,  lamp,  per  cubic  foot . 

Clay,  fire  or  common,  per  100  pounds . . . 

Cocoa,  per  100  pounds . 

Copper  ingots,  pigs  and  sheets,  per  100  pounds . 

Corkwood,  per  cubic  foot . 

Corn,  per  bushel . . 

Cotton,  per  100  pounds . . . . 

Crackers,  in  barrels  or  cases,  per  cubic  foot . 

Deck  freight,  N.  O.  S.,  per  cubic  foot . 

Empty  barrels,  per  cubic  foot . . . 

Flour,  in  barrels,  per  barrel . 

Furniture,  K.  D.  boxed  or  in  bundles,  per  cubic  foot . 

Glassware,  common,  per  cubic  foot . 

Glass,  window,  per  100  pounds . . . 

Grease,  axle,  per  100  pounds . 

Grease,  per  100  pounds . 

Grindstones,  per  100  pounds . 

Gunpowder,  per  pound . 

Hay,  per  bale . 

Hay,  compressed,  per  bale . 

Houses,  portable,  per  cubic  foot . 

Iron  and  steel,  band,  bar,  boiler,  rod,  and  tank,  bolts,  butts,  hinges,  nails, 

nuts,  rivets,  screws,  spikes  and  washers,  per  100  pounds . 

Iron  beams  and  girders.  (See  Machinery.) 

Iron  pipe,  per  100  pounds . 

Iron  pipe  fittings,  per  100  pounds . 

Iron,  pig,  per  100  pounds . 

Lamps,  lanterns  and  fixtures,  per  cubic  foot . 

Lath  and  shingles,  per  cubic  foot . - . 

Lead,  in  pigs  or  sheets,  per  100  pounds . 

Lead  pipe,  per  100  pounds . 

Lumber- 

White  pine,  per  1,000  feet . 

Hardwood,  per  1,000  feet . . . 

Lard,  per  100  pounds . 


Rate. 

$2.  00 
.50 

60.  00 

75.00 

10.00 
.25 
.  25 
.  25 
1.25 
.30 
.  12k 
.40 

15.  00 
1.50 
.25 
.25 
•  12| 
.25 
.40 
.30 
•  12| 
.  10 
.35 
.  12 
.20 
.09 
.  75 
.12k 
.12  k 
.40 
.30 
.30 
.30 
.03 
1.25 
.70 
.10 

.30 

.30 

.30 

.25 

.12k 

.10 

.30 

.30 


8.  00 
9.  00 
.30 


542 


DIGEST  OF  HEARINGS  ON  BAIL  WAY  RATES. 


Machinery,  piece  or  package: 

Under  2,000  pounds,  per  100  pounds . 

2,000  to  4,000  pounds,  per  100  pounds . 

4,000  to  6,000  pounds,  per  100  pounds . 

6,000  to  8,000  pounds,  per  100  pounds . 

8,000  to  12,000  pounds,  per  100  pounds . 

12,000  to  20,000  pounds,  per  100  pounds . 

Machinery,  lots  of  25  tons  and  up,  pieces  or  packages,  under  2,000  pounds, 
per  100  pounds . r . 

Any  piece  or  package  of  the  above  subject  to  measurement  will  be 
charged  at  the  rate  of  15  cents  per  cubic  foot,  if  paying  ship  better  than 
weight  rate. 

Marble  dust,  per  100  pounds . 

Meat,  per  barrel . 

Measurement  goods,  per  cubic  foot . 

Nails,  per  100  pounds . 

Oil,  cotton -seed,  kerosene,  lubricating,  myrabane,  and  lard,  per  100 

pounds . 

Oil,  n.  o.  s.,  per  100  pounds . 

Paints,  per  100  pounds . 

Paper  stock,  strawboard,  in  compressed  bales,  per  100  pounds . 

Paper,  straw,  per  cubic  foot . 

Paraffin  wax,  per  100  pounds . 

Pianos  and  organs,  per  cubic  foot . 

Pipe,  earthen  sewer,  o.  r.,  per  100  pounds . 

Pitch,  per  100  pounds . . . 

Plaster,  in  barrels,  per  100  pounds .  . 

Potash,  per  100  pounds . 

Rails  and  fishplates,  per  100  pounds . 

Rice,  per  100  pounds . 

Rosin,  per  100  pounds . 

Safes: 

Under  2,000  pounds,  per  100  pounds . 

From  2,000  to  5,000  pounds,  per  100  pounds . . 

Over  5,000  pounds,  per  100  pounds . 

Salt,  per  100  pounds . 

Sand,  in  barrels,  per  100  pounds . 

Sewing  machines,  per  cubic  foot . 

Shooks,  box,  per  cubic  foot . . 

Soap  stock,  per  100  pounds . 

Soda,  ash,  per  100  pounds . 

Specie: 

Under  $10,000,  per  cent . 

$10,000  and  under  $50,000,  per  cent . 

$50,000  and  under  $100,000,  per  cent . 

$100,000  and  upward,  per  cent . 

Spikes,  per  100  pounds . 

Staples,  per  100  pounds . 

Stearin,  per  100  pounds . 

Sulphur,  per  100  pounds . 

Tallow,  per  100  pounds . 

Talcum,  per  100  pounds . . 

Tar,  per  100  pounds . 

Tobacco,  per  100  pounds . 

Trunks,  per  cubic  foot . 

Turpentine,  per  100  pounds . 

Valuation,  per  cent . 

Varnish,  per  100  pounds . 

Vegetables,  not  deck  freight,  per  100  pounds . 

Weight  goods,  n.  o.  s.,  per  100  pounds . 

Wheat,  whole  or  crushed,  per  100  pounds . 

Whiting,  per  100  pounds . 

Wire,  barb,  fence,  and  telegraph,  per  100  pounds . 

In  addition  to  above  rates,  5  per  cent  primage  to  be  added. 

Minimum  bill  of  lading,  $5.25  for  Veracruz. 

Minimum  bill  of  lading,  $5.25  for  Tampico. 


Rate. 
$0.  40 
.50 
.60 
.75 
1.00 
1.25 

.35 


..  30 
.75 
.  15 
.30 

.30 
.40 
.30 
.30 
.12 
.30 
.20 
.30 
.30 
.30 
.30 
.20 
.  25 
.30 

.75 
1.00 
1.50 
.  25 
.25 
.12* 
.10 
.30 
.25 


.30 

.30 

.30 

.30 

.30 

.30 

.40 

.12 

.30 

1 

.30 

.50 

.40 

.25 

.30 

.30 


■H-xtcci'SI-' 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


543 


Tampico — jetty  dues,  for  account  consignees.  • 
Veracruz — lighterage,  if  any,  for  account  consignees. 
All  freights  prepayable. 


|  - 

Table  No.  45. — Freight  tariff ,  New  York  to  Progreso ,  effective  January  2,  1905  ( subject 

to  change  without  notice). 

Acids:  Rate. 

Carboys,  each .  $2.  25 

In  iron  drums,  per  100  pounds .  .60 

Animals: 

Cattle  (net),  per  head .  .  40.  00 

Horses  (net),  per  head .  75.  00 

Dogs  (net),  per  head .  10.  00 

Calves,  in  crates,  per  cubic  foot .  .25 

Hogs,  in  crates,  per  cubic  foot .  .25 

Small,  fowl,  in  crates,  per  cubic  foot .  .25 

Apples,  per  barrel .  1.  35 

Asphalt,  per  100  pounds .  .30 

Ammonia,  in  iron  drums,  each .  2.  00 

Barley,  per  100  pounds  . . .  .35 

Beer,  ale,  or  porter,  bottled,  per  cubic  foot .  .15 

Bran,  per  100  pounds . . .  .45 

Brick : 

Fire  or  common,  per  100  pounds .  .25 

Hollow,  per  100  pounds .  '  .40 

Cartridges,  per  100  pounds .  1.  75 

Caustic  soda,  per  100  pounds .  .30 

Cement,  per  100  pounds .  .  .20 

Clay,  tire  or  common,  per  100  pounds .  .25 

Cocoa,  per  cubic  foot .  .17^ 

Copper  ingots,  pigs  and  sheets,  per  100  pounds .  .35 

Corkwood,  per  cubic  foot . . .  .12 

Corn: 

5,000  bushels,  per  bushel .  .10 

Over  5,000  bushels,  per  bushel .  .09 

Cotton,  per  100  pounds .  .40 

Crackers,  in  barrels  or  cases,  per  cubic  foot .  .15 

Coke  (net),  per  2,240  pounds .  6.  00 

Coal  (net),  per  2,240  pounds .  4.  00 

Carbide,  per  pound .  .01 

Deck  freight,  N.  O.  S.,  per  cubic  foot .  .20 

Dynamite,  per  pound .  .01 

Empty  barrels,  per  cubic  foot . * .  .10 

Flour: 

In  barrels,  per  barrel .  .70 

In  half  barrels,  per  half  barrel . . .  .40 

Furniture,  K.  D.,  per  cubic  foot .  .12 

Fireworks,  per  cubic  foot .  .20 

Glassware,  common,  per  cubic  foot .  .  12J 

Glass,  window,  per  100  pounds .  .45 

Grease,  axle,  per  100  pounds .  .35 

Grease,  per  100  pounds . .35 

Grindstones,  per  100  pounds .  .35 

Grapes,  per  cubic  foot .  .20 

Gasoline,  per  100  pounds .  1.50 

Hay: 

'  Compressed  bales,  per  100  pounds .  .40 

“Lowry”  bales,  per  100  pounds .  .30 

Houses,  portable,  per  cubic  foot .  .  12£ 

Iron  and  steel: 

Band,  bar,  boiler,  rod  and  tank,  galvanized  and  corrugated .  .25 

Bolts,  nuts,  hinges,  nails,  butts,  rivets,  screws,  spikes,  and  washers, 

per  100  pounds .  .30 

Iron  beams  and  girders,  not  over  30  feet  or  2,000  pounds .  .25 

Iron  over  30  feet .  Special. 


tojH  Mm 


544 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Iron  pipe,  per  100  pounds . 

Iron  pipe  fittings,  per  100  pounds . 

Lamps,  lanterns,  and  fixtures,  per  cubic  foot . 

Lath  and  shingles,  per  cubic  foot . 

Lead,  in  pigs  or  sheets,  per  100  pounds . 

Lead  pipe,  per  100  pounds . 

Lumber: 

White  pine,  per  1,000  feet . 

Hard  wood,  per  1,000  feet .  . 

Lard,  per  100  pounds . 

Machinery,  piece  or  package: 

Under  2,000  pounds,  per  100  pounds . 

Under  2,000  to  4,000  pounds,  per  100  pounds . 

Under  4,000  to  6,000  pounds,  per  100  pounds . 

Under  6,000  to  8,000  pounds,  per  100  pounds . 

Under  8,000  to  12,000  pounds,  per  100  pounds . 

Under  12,000  to  20,000  pounds,  per  100  pounds . 

Any  piece  or  package  of  the  above  subject  to  measurement  will  be 
charged  at  the  rate  of  17*  cents  per  cubic  foot,  if  paying  ship  better  than 
weight  rate. 

Marble  dust,  per  100  pounds . 

Meal*  per  barrel . 

Measurement  goods,  per  cubic  foot . 

Mortar,  per  100  pounds . 

Oil,  cotton  seed,  kerosene,  lubricating,  myrabane,  and  lard,  per  100  pounds. 

Oil,  N.  O.  S.,  per  100  pounds . 

Onions,  per  100  pounds . 

Potatoes,  per  100  pounds . 

Paints,  per  100  pounds . 

Paper  stock,  strawboard,  in  compressed  bales,  per  100  pounds . 

Paper,  straw,  per  cubic  foot . 

Paraffin  wax,  per  100  pounds . 

Pianos  and  organs,  per  cubic  foot . 

Pipe,  earthen  sewer: 

Not  over  12  inches,  per  100  pounds . 

Over  12  inches,  per  100  pounds . . . 

Pitch,  per  100  pounds . 

Plaster,  in  barrels,  per  100  pounds . 

Potash,  per  100  pounds . . . 

Rails  and  fish  plates,  per  100  pounds .  . 

Rice,  per  100  pounds . 

Rosin,  per  100  pounds . 

Rails  (portable) _ . 

Safes: 

Under  2,000  pounds  each,  per  100  pounds .  . 

From  2,000  to  5,000  pounds  each,  per  100  pounds . 

Over  5,000  pounds  each,  per  100  pounds . 

Salt,  per  100  pounds . 

Sand  in  barrels,  per  100  pounds . 

Sewing  machines,  per  cubic  foot . 

Shooks,  box,  per  cubic  foot . . 

Soap  stock,  per  100  pounds . 

Soda  ash,  per  100  pounds . 

Specie : 


Under  $10,000 . per  cent.. 

$10,000  and  under  $50,000,  net . do _ 

$50,000  and  $100,000,  net . do _ 

$100,000  and  upward,  net . do _ 


Stearin,  net . 

Tallow,  per  100  pounds 
Talcum,  per  100  pounds. . . . 

Tar,  per  100  pounds . 

Tobacco,  per  100  pounds  . . . 

Trunks,  per  cubic  foot . 

Turpentine,  per  100  pounds 
Valuations  (per  cent) . 


Rate. 

$0.  25 
.25 
.  12* 
•  .  12* 
.30 
.30 

8.00 

9.00 

.30 

.45 
.55 
.70 
.85 
1. 10 
1.40 


.25 
.  85 
.  17* 
.25 
.30 
.45 
.55 
.55 
.  35 
.35 
.  12* 
.35 
.22* 

.25 
.30 
.30 
.  25 
.35 
.20 
.25 
.30 
Special. 

.75 

1.00 

1.50 

.30 

.25 

.15 

.12* 

.30 

.30 


* 

i 

•  * 

a 

.  35 
.  35 
.35 
.30 
.  45 
.  15 
.30 
1 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


545 


Rate. 

Varnish,  per  100  pounds .  $0.  35 

Vegetables,  not  deck  freight,  per  100  pounds .  .55 

Weight  goods,  N.  O.  S.,  per  100  pounds .  .45 

Wheat,  whole  or  crushed,  per  100  pounds .  .30 

Whiting,  per  100  pounds .  .35 

Wire,  barb,  fence,  and  telegraph,  per  100  pounds .  .30 


Windmills,  weight  or  measure,  15  cents  per  cubic  foot  or  40  cents  per  100 
pounds. 

In  addition  to  above  rates,  5  per  cent  primage  to  be  added. 

Minimum  B/L,  $6. 


Table  No.  46. — The  New  York  and  Cuba  Mail  Steamship  Company ,  Ward  Line. 

[James  E.  Ward  &  Co.  (Incorporated),  agents,  90-96  Wall  street.] 

New  York,  February  3,  1905. 

Mr.  R.  L.  Walker, 

Traffic  Manager ,  Panama  Railroad  Company , 

24  State  Street ,  New  York. 

Dear  Sir:  Replying  to  yours  of  February  2,  I  would  advise  that  the  rates  from 
our  pier,  New  York,  to  Habana  and  Santiago,  Cuba,  are  as  follows: 

Boots  and  shoes,  canned  goods,  drugs,  dry  goods,  electric  material  (no  piece  or 
package  over  2,000  pounds),  glassware,  hardware,  lamps,  cigars  and  cigarettes,  tools, 
machinery  (no  piece  or  package  over  2,000  pounds),  soap,  typewriting  machines,  com¬ 
mon  jewelry  (with  no  valuation  specified),  revolvers  (no  valuation),  25  cents  per  100 
pounds,  subject  to  measurement  rate,  10  cents  per  cubic  foot. 

Barbed  wire,  20  cents  per  100  pounds. 

Lard  and  provisions,  20  cents  per  100  pounds. 

Cartridges,  $1.50  per  100  pounds. 

Flour,  in  bags,  25  cents  per  bag. 

Manufactured  iron,  if  structural,  not  over  30  feet  in  length,  21  cents  per  100 
pounds. 

Railroad  material,  such  as  rails,  etc.,  $4  per  gross  ton. 

Sewing  machines,  8  cents  per  cubic  foot. 

Oil  in  barrels — To  Habana,  $1.10  per  barrel;  to  Santiago,  $1.30  per  barrel. 

I  beg  to  hand  you  herewith  copy  of  tariff  in  effect  at  the  present  time  to  Veracruz 
and  Tampico,  also  to  Progreso,  which  may  be  of  service  to  you. 

Yours,  very  truly, 

C.  H.  Pattengill,  General  Fi'eight  Agent. 


S.  Doc.  244,  59-1 - 35 


546 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  47. — New  freight  rate  schedule  to  New  York  via  Panama ,  which  will  go  into 
effect  on  September  15,  1902 ,  from  all  ports  between  Guayaquil  and  Valparaiso,  both 
inclusive  {for ports  between  Panama  and  Guayaquil  see  special  rate). 

[The  Pacific  Steam  Navigation  Company,  Compania  Sud-Americana  de  Vapores  (South  American 
Steamship  Company),  and  Panama  Railroad  Steamship  Line.] 


Articles. 


Fast  freight 
from  ports 
between 

How  freight  Guayaquil 
should  be  calcu-  j  and  Valpa- 
lated,  |  raiso,  both 

|  inclusive 
i  (American 
gold). 


Changes 

since 

tariff 

publica¬ 

tion. 


Sulphur . 

Cotton  (pressed  bales)  . 

Indigo . 

Anise . 

Sugar . . . 

Cascarilla . 

Coffee  and  cacao . 

Cochineal . 

Cocoa  leaves . 

Condurango . 

Dry  salted  hides . 

Dry  salted  hides  (in  bales) . J . 

Fresh  salted  hides  (received  only  between  the  months  of 
November  and  April). 

Rubber  (in  bulk)  . 

Mother-of-pearl  shell . 

Commissions  and  samples . . 

Grain . 

Wool  of  alpaca  (in  pressed  bales) . 

Wool  of  vicuna  (in  pressed  bales) . 

Wool  of  sheep  (in  pressed  bales) . 

Copper  and  tin  ore  and  barilla . 

Silver  ore..c . 

Matico . 

General  merchandise  (not  mentioned  in  this  schedule)  .. 


Orchilla . 

Chinchilla  skins . . . A 

Goatskins  (in  bales) . , . 

Calfskins  (in  bales) . 

Lead  (in  pigs) . 

Peruvian  bark . 

Ratany . 

Panama  hats . 

Vegetable  ivory . 

Tobacco  (in  bales) . 

Specie . 

Iodine . 

Zarzarpilla  and  pichi . 

Minimum  freight  bill  (prepaid)  . 


Ton  by  weight  . . .  I 

. do . 

. do . 

. do . 

. do . 

. do . 

. do . 

. do . 

. do . 

. do . 

. do . 

. do . | 

......do . 

. do . 

. do . 

Cubic  feet . 

Ton  by  weight  . . . 

. do . 

. do . 

. do . 

_ do . i... 

_ do . 

. do . 

By  weight  or 
measure  at  op¬ 
tion  of  com¬ 
pany. 

Ton  by  weight  . . . 

By  value . 

Ton  by  weight  . . . 

_ do . 

- do . 

_ do . 

- do . 

Measured  ton  .... 
Ton  by  weight  . . . 

_ do . 

By  value . 

Ton  by  weight  . . . 
_ do . 


812. 00 
25.00 
50. 00 
30.00 
12. 50 
30.  00 
15.  00 
30.00 
40.00 
25.00 
30.00 
35. 00 
25.00 


70s. 


30s. 
817.' 66 

moo 


27.50  . 

24.00  . 

3.00  I . 

25.00  | . 

25.00  1  70s. 

40.00  . 

25.00  . 

15.00  . 

17.50  . 

32.00  . 

30.00  . 


30. 00 


(“) 


30.00 

25.00 

12.00 

30.00 

30.00 

52.00 

12.00 

40.00 


(a) 

25.00 

30.00 

10.00 


a  l±  per  cent. 


Freight  is  calculated  on  the  gross  weight  or  measure. 

A  measured  ton  equals  40  cubic  feet,  English, 

A  ton  by  weight  equals  2,240  pounds  avoirdupois. 

A  charge  of  $1.25,  American  gold,  per  ton  is  charged  for  all  ports  not  on  the  direct 
line  to  pay  the  expenses  of  transshipment. 

Horace  Lyon, 


Manager  of  La  Compania  Sud-Americana  de  Vapores. 

George  Sharpe, 

Manager  of  the  Pacific  Steam  Navigation  Company. 


Valparaiso,  September  11,  1902. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


547 


Table  No.  48. — Tariff  of  freights  under  through  bills  of  lading  via -  Panama  from  Chilean, 
Peruvian,  Ecuadorian,  and  Colombian  ports  to  Europe  ( Liverpool ,  London,  Havre, 
Hamburg,  and  Bremen),  in  connection  with  the  Royal  Mail  Steam  Packet  Company, 
Hamburg- American  Line,  Compagnie  Generate  Trahsatlantique ,  Frederick  Leyland  cfc 
Co.  (1900),  Harrison  Line,  La  Veloce  Navigazione  Italiana  a  Vapore,  Compania  Trans- 
atlantica  de  Barcelona  &  “  Cosulich  ”  Austro- American  Line. 

[The  Pacific  Steam  Navigation  Company  and  Compania  Snd-Americana  de  Vapores.] 


Articles. 


From  Chilean 
and  Peru¬ 
vian  ports. 


Algarrobilla,  per  ton  weight  (see  below) . 

Borate  of  lime,  per  ton  weight  (see  below) . 

Bark,  per  ton  weight  (see  below)  . 

Copper  in  bars  aud  ingots,  per  ton  weight  (see  below) . 

Copper  (old)  and  brass,  per  ton  weight  (see  below) . 

Cotton  seed,  per  ton  weight  (see  below) . 

Cotton-seed  cake,  per  ton  weight  ^see  below) . 

Coffee  for  London.  Liverpool,  Havre,  Hamburg,  and  Bremen,  per  ton  weight-  (see  below) . 

Coffee  for  Antwerp,  Rotterdam,  and  Amsterdam,  per  ton  weight  (see  below) . 

Cocoa,  per  ton  weight  (see  below) . . . 

Condurango,  per  ton  weight  (see  below) . 

Cocoa  leaves,  per  ton  weight  (see  below) . 

Cochineal,  per  ton  weight  (see  below) . 

Cocaine,  value . per  cent.. 

General  merchandise,  per  ton  of  40  cubic  feet . '. . 

Hides,  dry,  per  ton  weight  (see  below) . 

Horse  hair,  per  ton  weight  (see  below) . 

Horns,  bones,  etc.,  per  ton  weight  (see  below) . 

Honey,  per  ton  weight  (see  below) . 

Hats,  per  ton  of  40  cubic  feet . 

Iodine,  per  ton  weight  (see  below)  . 

India  rubber,  per  ton  weight  (see  below) . 

Lead,  tin  and  zinc,  in  bars,  per  ton  weight  (see  below)  over  £237  10s.  per  ton  1  per  cent 

on  value . 

Metals,  per  ton  weight  (see  below) . 

Minimum  bill  of  lading .  . 

Orchilla,  per  ton  weight  (see  below) .  . . . 

Quillai,  per  ton  weight  (see  below) . 

Sugar,  per  ton  weight  (see  below) . 

Skins,  sheep  and  goat,  per  ton  weight  (see  below) . 

Specie,  value . per  cent.. 

Sulphides  of  silver,  value,  per  cent,  or  £8  per  ton  weight  at  ship’s  option . 

Tobacco,  per  ton  weight  (see  below) . 

Walnuts,  per  ton  weight  (see  below) . 

Wax,  per  ton  weight  (see  below)  . 

Wool  and  cotton,  per  ton  of  40  cubic  feet,  or  per  ton  weight,  whichever  is  found  more 
favorable  to  ship: 

Per  40  cubic  feet . 

Per  ton  weight . 


£  s.  d. 
3  0  0 

2  10  0 
6  0  0 
2  10  0 
3  10  0 
2  10  0 
2  10  0 

3  10  0 

4  0  0 

4  0  0 

5  0  0 

6  0  0 
6  0  0 

H 

5  0  0 

4  0  0 

5  10  0 

4  0  0 

4  10  0 
12  0  0 

5  0  0 

6  0  0 

2  7  6 

2  10  0 
2  2  0 
6  0  0 

3  0  0 

2  10  0 

4  0  0 

H 

1* 

4  0  0 

3  0  0 

4  10  0 


■15  0 
5  0  0 


548 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  48. — Tariff  of  freights  under  through  bills  of  lading  via  Panama  from  Chilean , 
Peruvian ,  Ecuadorian ,  and  Colombian  ports  to  Europe ,  etc. — Continued. 


Bark,  per  ton  weight  (see  below) . 

Copper,  in  bars  and  ingots,  per  ton  weight  (see  below)  . 

Cocoa  and  coffee  for  London,  Liverpool,  Havre,  Hamburg,  and  Bremen, 

per  ton  weight  (see  below) . 

General  merchandise,  per  ton  weight  (see  below) . 

Hides,  dry,  per  ton  weight  (see  below) . 

Horse  hair,  per  ton  weight  (see  below) . 

Horns,  bones,  etc.,  per  ton  weight  (see  below) . 

Hats,  per  ton  of  40  cubic  feet . 

Ivory  nuts,  per  ton  weight  (see  below) . 

India  rubber,  per  ton  weight  (see  below) . 

Minimum  bill  of  lading . 

Orchilla,  per  ton  weight  (see  below) . 

Plants,  per  ton  of  40  cubic  feet . 

Sheep  and  goat  skins,  per  ton  weight  (see  below) . 

Specie,  value . per  cent.. 

Sulphides  of  silver,  value . 

Tobacco,  per  ton  weig;ht  (see  below) . 

Wax,  per  ton  weight  (see  below) . 


From 

Ecuadorian 

ports. 

From 

Colombian 

ports. 

£  s.  d. 

£  s.  d. 

4  0  0 

6  0  0 

"6  0  0 

"6  0  0 

"4  0  0 

"4  0  0 

10  0  0 

6  0  0 

"5  0  0 

5  0  0 

"6  0  0 

"600 

6  0  0 

"6  0  0 

"12  0  0 

"12  0  0 

2  5  0 

"2  5  0 

"500 

5  0  0 

2  2  0 

2  2  0 

4  0  0 

4  0  0 

« 12  10  0 

"12  10  0 

"6  0  0 

"6  0  0 

H 

n 

li 

H 

"4  0  0 

"5  0  0 

"5  0  0 

"6  0  0 

«  And  5  per  cent. 

Note.— The  ton  weight  is  calculated  at  2,240  pounds  for  United  Kingdom  ports,  and  1,000  kilos  for 
continental  ports. 

Wharfage  at  Colon  to  be  paid  by  consignees  at  the  rate  of  6d.  per  ton  on  shipments  for  British  and 
German  ports,  and  at  the  rate  of  1  franc  per  ton  for  French  and  all  Mediterranean  ports. 

For  cargo  shipped  at  intermediate  ports  with  transshipment  at  Callao  or  Valparaiso,  5s.  per  ton 
extra  on  the  above  rates,  to  cover  the  expenses  incurred. 

Cargo  for  Paris,  £1  per  ton  extra  on  rates  as  per  this  tariff. 

Cargo  for  Antwerp,  Rotterdam,  and  Amsterdam,  10s.  per  ton  additional  to  be  charged  on  cargo  for 
.  these  indirect  ports. 

Freight  on  plants  and  other  perishable  cargo  to  be  prepaid. 

Valparaiso,  March  1,  1904. 


Table  No.  49. — Tariff  of  special  rates  to  San  Francisco,  Cal.,  from  points  as  indicated  below. 
Effective  August  26, 1903.  For  use  of  agents  only.  Supersedes  change  in  rate  slips  Nos. 
B  120,  145,  353,  354,  453,  483,  486,  500,  522,  523,  524,  525 ,  533,  540,  543 ,  547,  551,  580, 
584,  635,  636,  640,  642,  643,  652,  653,  662.  Subject  to  cancellation  on  ten  days’  notice. 

[Panama  Railroad  Company — Panama  Railroad  Steamship  Line.] 


Articles. 

Rate. 

Wire,  iron,  plain  or  barbed _ 

Wire,  insulated,  broom  and 
binding,  hay  and  shingle 
bands,  wire  springs,  cop¬ 
pered  or  tinned,  wire  rope 
and  cable  (no  piece  over 
4,000  pounds). 

Soap,  common  soap  powder, 
and  condensed  lye. 

General  merchandise . 

C.  L.  45  cents  per  100 
pounds. 

C.  L.  50  cents  per  100 
pounds. 

C.  L.  45  cents  per  100 
pounds. 

A.  Q.  C.  L.  rates . 

Flat  paper  and  cardboard  .... 

Book  paper,  N.  S.  C . 

Collars,  cuffs,  and  shirts . 

A.Q.  75  cents  per  100 
pounds. 

A.Q. 60  cents  per  100 
pounds. 

130  cents  per  100 
pounds. 

40  per  cent  off  rail .... 

A.  Q.  C.  L.  rate . 

Dry  goods . 

General  merchandise . 

. do . 

. do . 

Kodaks  and  photo  supplies. . . 

Drv goods . 

180  cents  per  100 
pounds. 

40  per  cent  off  rail .... 
. do . 

. do . 

Stamped  ware,  nested . 

A.  Q.  C.  L.  rate . 

Collars,  cuffs,  and  shirts . 

I30  cents  per  100 
pounds. 

40  per  cent  off  rail .... 
. do . 

Drygoods . 

. do . 

Wire  (see  American  Wire  and 
Steel  Co.). 

Same  as  American 
Wire  and  Steel  Co. 

For— 


American  Wire  and  Steel 
Co.  • 

Do . 


Babbit,  B.  T . 

Benjamin,  Geo.  P . 

Blake,  Moffit  &  Towne. . 
Bonestell,  Richardson  &  Co 
Cluett,  Peabody  &  Co. . . 


Dinkelspeil,  L.,&  Sons. 
Dolliver  &  Bro . 


Dunham,  Carrigan  &  H.  Co 
Eastman  Kodak  Co _ 


Elkus-Brenner  Co.,  The  . . . 

Goldstone  Bros . 

Holbrook  Merrill  &  S.  Co  .. 
Ide,  Geo.  P . 


Lowenberg  &  Co . 

Meyerstein  Co.,  The . 

Roebling’s,  J.  A.,  Sons’  Co. . 


From — 


New  York. 
Do. 


Do. 

New  York  and 
common  points." 
Do.  b 

Do.  " 

New  York. 

Do. 

New  York  and 
common  points." 
Do." 

New  York. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 


"Unless  otherwise  noted,  rates  applying  from  New  York  and  common  points  will  be  subject  to 
usual  absorption  of  20  cents  per  100  pounds.  b  Absorption,  15  cents  per  100  pounds. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


549 


Table  No.  50. — Rates  of  freight  under  through  bills  of  lading  from  San  Francisco  to  New 
York  via  Panama  in  connection  with  Panama  Railroad  Company  and  Panama  Railroad 
Steamship  Line. 

[This  tariff  supersedes  all  previous  issues.  (Subject  to  change  without  notice.)  Pacific  Mail  Steam¬ 
ship  Company.  Panama  route.  Freight  tariff  No.  60.] 

Class  rates,  subject  to  the  Western  classification,  in  cents  per  100  pounds,  United  States  gold  coin  or 

its  equivalent.] 


1. 

2. 

3. 

4. 

5. 

A. 

B. 

C. 

D. 

E. 

180 

150 

130 

115 

105 

105 

85 

80 

80 

70 

Commodity  rates  to  New  York  will  be  those  of  transcontinental.freight  bureau  east- 
bound  tariff  No.  3-D,  effective  July  1,  1902,  and  supplements  thereto  or  subsequent 
issues  thereof,  less  the  following  discounts:  Carloads,  20  per  cent;  less  carloads,  30 
per  cent,  observing  minimum  of  40  cents  per  100  pounds. 

Special  exceptions  as  follows: 

Cents  per 
100  pounds. 


Asphalt  (standard  “D”) .  40 

Beans .  55 

Beeswax .  75 

Boneblack . 40 

Canned  goods .  .  55 

Fish,  in  barrels .  50 

Fruit,  dried,  in  cases,  strapped .  55 

Glue .  50 

Grains:  Barley,  rice,  wheat .  40 

Grease . 50 

Herbs,  including  cascara,  damiana,  sumac,  and  grape  root .  .  75 

Hides,  dry  (in  bales) .  70 

Honey,  strained,  in  tin,  in  cases,  strapped .  55 

Hops,  in  compressed  bales .  90 

Junk,  including  bones  (bleached),  cattle  hair,  compressed  in  bales;  horns,  old 

rope,  rubber,  waste  in  compressed  bales;  scrap  leather,  old  metal .  50 

Leather: 

Bellies,  collar,  heads,  latigo,  etc .  60 

Buff,  finished  calf,  chamois,  etc . •. . .  85 

Liquors: 

Wine,  in  barrels . 55 

Wine,  in  puncheons .  65 

Brandy,  in  wood .  60 

Wine  and  brandy,  in  cases,  strapped .  75 

Lumber,  logs,  and  shingles: 

Cedar  logs . 50 

Lumber  and  shingles .  50 

Toa  and  other  hard  woods .  50 

Metals:  Antimony,  copper  matte,  rel.  to  value  of  $100  per  ton,  copper  cement, 

lead,  zinc  dross,  etc .  40 

Oil,  in  tin  (boxed)  or  in  wood .  50 

Ore:  Chrome,  manganese,  or  antimony .  ! .  45 

Pease . 1 .  55  ‘ 

Quicksilver .  50 

Rags .  55 

Seeds:  Alfalfa  and  mustard,  double  sacked .  40 

Shells,  sea,  in  sacks . 60 

Tallow .  50 

Wool,  in  grease,  compressed  in  bales .  65 


Through  rates  to  points  beyond  New  York  quoted  on  application. 

When  “class”  and  “commodity”  rates  conflict  the  lowest  will  govern. 
Minimum  bill  of  lading  to  New  York,  $3. 

San  Francisco,  December  15 ,  1902. 


550 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  51. — Rates  of  freight  under  through  bills  of  lading  from  San  Francisco  to 
Europe  via  Panama ,  in  connection  with  Panama  Railroad  Company  and  Atlantic 
steamship  lines  from  Colon  to  Barcelona ,  Pauillac  ( for  Bordeaux),  Cadiz,  Bremen, 
Genoa,  Hamburg,  Havre ,  Liverpool,  London,  Marseille,  Santander,  Southampton,  and 
St.  Nazaire. 

[This  tariff  supersedes  all  previous  issues.  (Subject  to  change  without  notice.)  Pacific  Mail  Steam¬ 
ship  Company,  Panama  Line.  Freight  tariff  No.  40.] 

Rates  of  freight  on  general  merchandise  not  specified  under  caption  of  “  Special 
Rates,”  as  given  below,  will  be  taken  per  ton  of  2,240  pounds,  or  40  cubic  feet,  “car¬ 
rier’s  option,”  subject  to  “  Panama  route,”  European  classification,  viz: 

[In  shillings.] 


Class. 


• 

D. 

1. 

2. 

3. 

4. 

Shillings,  per  ton . 

100 

90 

75 

65 

60 

\ 

The  following  special  rates  will  apply  on  10-ton  lots  or  over,  shipped  under  one 
bill  of  lading.  Less  quantities  will  take  rates  20  per  cent  higher.  The  freight  on  a 
lot  of  less  than  10  tons,  however,  shall  not  exceed  that  for  10-ton  lots. 


COMMODITIES. 


[In  shillings  per  ton  of  2,240  pounds.] 

Apricot  kernels .  75 

Asphalt,  in  barrels .  55 

Beans,  in  bags .  60 

Beeswax .  60 

Canned  goods .  55 

Canned  salmon . ' .  50 

Fish,  in  barrels .  60 

Fruit,  dried,  in  cases,  strapped .  70 

Grains:  Barley,  wheat,  rye,  in  bags .  50 

Herbs,  including  cascara,  damiana,  and  sumac .  75 

Hides,  dty,  baled .  80 

Honey,  strained,  in  tins,  in  cases,  strapped  (freight  to  be  prepaid) .  60 

Hops,  compressed .  110 

Horns . 80 

Household  goods  and  personal  effects  per  40  cubic  feet,  or  2,240  pounds,  carrier’s 

option  (freight  to  be  prepaid) .  75 

Liquors: 

Brandy  and  whisky,  in  wood .  70 

Brandy,  whisky,  and  wine,  in  strapped  cases .  85 

Wine,  in  barrels  and  kegs .  60 

Lumber  (30-foot  lengths  and  under),  per  1,000  feet  B.  M .  100 

Logs,  cedar  or  toa,  and  other  hard  woods .  60 

Metals:  Antimony,  copper  matte,  copper  cement,  black  copper,  lead,  lead 

dross,  etc .  45 

Ore:  Low  grade,  base,  bullion .  40 

Pampas  plumes,  packed .  160 

*  Peas,  in  bags . • . . .  60 

Seeds:  Mustard  and  alfalfa,  in  double  bags .  60 

Shells,  sea .  70 

Tallow  or  grease .  60 


Rates  on  other  commodities  or  to  other  ports  furnished  on  application.  Minimum 
charge  for  bill  of  lading,  20  shillings. 

Shipments  will  be  accepted  to  Amsterdam,  Antwerp,  and  Rotterdam  at  rates  10 
shillings  per  ton  higher  than  those  above  given. 

San  Francisco,  December  15,  1902. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


551 


Table  No.  52. — Rates  of  freight  wider  through  bills  of  lading  from  Mexican  and  Central 
American  ports  to  Europe ,  via  Panama ,  in  connection  with  Panama  Railroad  Company 
and  Atlantic  steamship  lines. 

[This  tariff  supersedes  all  previous  issues.  Pacific  Mail  Steamship  Company,  Panama  Line.  Freight 

tariff  No.  30.] 

[In  United  States  gold  coin  or  its  equivalent.] 


Articles. 


How  taken. 


From  Central  Amer¬ 
ican  ports. 


From  Mexican  ports. 


Specific. 


Ad  va¬ 
lorem. 


Specific 


Ad  va¬ 
lorem. 


Per  cent. 


Per  cent. 


Balsam . 

Bark . 

Cedar . . . 

Cigars . 

Cochineal . 

Coffee: 

Clean . 

Shell . 

From  Puntarenas — 

Special,  clean . 

Special,  shell . 

Cotton,  in  bales,  compressed . 

Dyewoods . 

Extract  of  dyewood . 

Gum  arabic . 

Hides . 

Horns . 

India  rubbera . 

Indigo . 

Jewelry  and  silver  plate . 

Lead . 

Merchandise,  not  otherwise  enu¬ 
merated. 

Oil  cake . 

Ores: 

Value  $500  United  States  gold 
per  ton  or  less. 

Value  over  $500  and  not  ex¬ 
ceeding  $1,000  per  ton. 
Value  over  $1,000  and  not  ex¬ 
ceeding  $‘2,000  per  ton. b 
Value  over  $2,000  per  ton  b. . . 

Pearls . 

Pearl  shells . . 

Sarsaparilla . 

Skins  (deer  and  goat) . . 

Silver  precipitates . 

Sole  leather . . 

Specie  and  bullion . . 

Sugar . 

Tobacco,  in  seroons  or  bales . . 

Woods  (other  than  cedar) . 

Parcels . 


Per  100  pounds . 

. do . 

. do . 

Per  cubic  foot . 

Per  100  pounds . 

. do . 

. do . 

. do . 

. do . 

. do . 

. do . 

. do . 

. do . 

_ do . 

. do . 

. do . 

. do . 

Ad  valorem . 

Per  100  pounds . 

[Per  100  pounds  or  per 
cubic  foot,  ship’s 
[  option. 

Per  100  pounds . 

_ do . 

Per  100  pounds  and 
ad  valorem. 

_ do . . 

_ do . 

Ad  valorem . 

Per  100  pounds . . 

_ do . . 

_ do . 

Ad  valorem . . 

Per  100  pounds . . 

Ad  valorem . . 

Per  100  pounds . . 

_ do . . 

_ do . . 

Per  cubic  foot . . 


$1.80 
2.  05 
.60 
.80 
1.  75 

Special. 

Special. 


.65 
.85 
.95 
.60 
.75 
1.30 
1. 05 
.95 
1.30 
1.75 


.85 

1.25 
.  62± 

.45 

.65 

.65 

.65 


.65 


.65 

2.35 

1.40 


.95 


.50 

1.50 

.50 

3.60 


$1.95 
2.25 
.60 
.90 
2. 00 

Special. 

Special. 


1.05 

.60 


.85 

1.35 

1.05 

1.20 

1.30 

1.90 


.95 


1.40 

.70 

.50 


.65 


10 

16 


t 

n 


u 

ii 


.65 
.  65 
.65 


.65 
2.  35 
1.60 


1.05 


.50 

1.50 

.50 

3.60 


7 

¥ 


15 

T^> 


a  Shipments  of  india  rubber  to  be  on  separate  bills  of  lading,  and  when  the  freight  at  tariff  rates 
amounts  to  less  than  the  minimum  charge  for  bill  of  lading,  the  actual  freight  at  the  tariff  rate  will 
be  charged,  provided  the  shipper  has  other  goods  from  the  same  port,  on  the  same  steamer,  to  the 
same  consignee,  sufficient  in  all  to  exceed  the  minimum  charge. 

b  When  valued  at  $1,000  or  over  per  ton  to  be  shipped  on  treasure  bills  of  lading  as  ores  with 
declared  value,  and  when  possible  to  be  stowed  in  treasure  tanks. 

Minimum  bill  of  lading,  $9.60.  Minimum  parcel  receipt,  $3.60. 

Values  of  all  cargo  on  which  ad  valorem  charge  is  made  must  be  declared  in 
United  States  gold  coin. 

Freight  on  perishable  goods  to  be  prepaid. 

Where  goods  are  consigned  to  “Order,”  the  name  of  party  to  be  notified  must  be 
given  in  all  cases. 

No  explosives  or  combustible  cargo,  such  as  crude  petroleum,  nitroglycerin,  etc., 
will  be  transported  by  this  line. 

San  Francisco,  November  8,  1902. 


552 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  53. — Special  rates  of  freight  from  San  Francisco  to  Mexican  and  Central 

American  ports. 

[Pacific  Mail  Steamship  Company,  Panama  line.  Special  rate  sheet  No.  4.] 


[Payable  in  United  States  gold  coin.  The  ton  weight  to  be  2,000  pounds  and  the  ton  measurement 

to  be  40  cubic  feet.] 


Articles. 

Mazatlan. 

San  Bias, 
Manza¬ 
nillo, 
Acapulco. 

Ocos,  Cham- 
perico,  San 
Jose  De  G, 
Acajulta,  La 
Libertad,  La 
Union,  Ama- 
pala.Corinto, 
San  Juan  Del 
Sur,  Punta 
Arenas, 
Panama. 

Acid: 

Carboys  (on  deck),  weight  or  measure  S/O . 

$15. 00 
7.50 

$15. 00 
10.00 

$15. 00 
15.00 

On  deck,  tanks,  weight  or  measure  S/O . 

Beer  and  aerated  waters,  cases  or  barrels,  measure . 

5. 00 

6.00 

7.00 

Boilers: 

Under  2,000  pounds,  weight  or  measure  S/O . 

5.00 

6.00 

8.00 

2,000  pounds  to  6.000  pounds,  weight  or  measure  S/O . 

7.50 

9.00 

12.00 

6.000  nonnds  to  12.000  nonnds.  weight,  or  measure  S/O _ 

12.00 

15.00 

20.00 

Bran,  weight, . . . 

7.50 

9.00 

12.00 

Barley,  weight . 

5. 00 

7.00 

10.00 

Beans  and  peas  (dried,  in  sacks) ,  weight . 

5. 00 

6.00 

7.00 

Cattle  (in  stalls),  each . 

30. 00 

40. 00 

50.00 

Corn,  weight . 

5.00 

6.00 

7.00 

Cement,  weight . 

5.00 

6.00 

7.00 

Coal  (in  bags  in  lots  of  less  than  100  tons),  weight . 

4.00 

5.00 

6.00 

Doors,  sash,  and  blinds  ( to  ho  orated  or  boxed h  measure _ 

5.00 

6.00 

8.00 

Flonr  in  saeks.  weight, _ 

5. 00 

6.00 

6.00 

Fire  brick,  weight . . 

5. 00 

6.00 

8.00 

7.00 

60.00 

Flooring,  surfaced  boards  and  moldings  (to  be  crated),  measure. 
Horses  (in  stalls),  each . 

4.50 

40.00 

5.50 

50.00 

Hay,  compressed,  18  pounds  per  cubic  foot,  wreight . 

10.00 

12.00 

16.00 

Iron: 

Bar,  rod,  hoop,  corrugated,  and  pipe  in  bundles,  weight _ 

Nails  rivets.  holts,  cases  or  kegs.  weight _ 

5. 00 
5.00 

7.00 
6. 00 

9.00 

8.00 

Jewelry,  value . . . . . 7.1 - 7 . 

Laths,  ner  1.000 _ 

.per  cent.. 

Ij 

2.00 

Is 

2.50 

u 

3. 00 

Lumber: 

Not  exceeding  8  bv  8  or  6  by  10  by  30,  per  1,000 . 

8.00 

10.00 

12.00 

Exceeding  above  dimensions . 

(«) 

(*0 

Machinery,  weight  or  measure  S/O . 

Malt,  measure . 

5.00 

6.00 

8.00 

Oats,  weight . 

7.50 

9.00 

12.00 

Oil  (noal.  on  deekh  measure _ 

5.00 

7.00 

10.00 

Opium,  value _ 1 . 

Potatoes,  weight, _ 

.per  cent.. 

n 

5. 00 

Iff 

6.00 

H 

8.00 

Powder,  black,  weight . 

30.00 

30.00 

30.00 

Rice,  weight . 

5.00 

6. 00 

8.00 

Sheep  (live),  each . 

4.00 

4.00 

5.00 

Safes,  weight  or  measure  S/O . 

(b) 

6.  00 

Salt,  weight . 

5.00 

7.00 

Shingles,  per  1,000 . 

1.50 

1.75 

2.00 

Silk  goods,  measure . 

12.00 

15.  00 

20.00 

Shooks,  measure _ _ _ _ _ 

4.00 

5.00 

6.00 

Treasure,  value . . 

Window  and  door  frames,  measure _ 

.per  cent.. 

1 

5.00 

1 

6.00 

1 

8.00 

Wine  (California,  in  cases  and  barrels),  measure . 

5.  00 

6. 00 

8.00 

Wire  (barbed),  measure . . . 

5.00 

6.00 

7.00 

Wheat,  weight . 

5. 00 

6.00 

7.00 

General  merchandise.  N.  O.  S..  weierht  or  measure  S/O _ 

5.00 

6.00 

8.00 

a  Special  agreement.  b  Same  as  boilers. 


Minimum  bill  of  lading  to  Mazatlan,  $2.  To  San  Bias,  Manzanillo,  and  Acapulco, 
$2.50.  To  ports  south  of  Acapulco,  $3. 

This  special  rate  sheet  does  not  apply  to  articles  of  unusual  bulk  or  weight,  which 
are  taken  only  by  special  agreement.  Live  stock  taken  by  written  contract  only, 
forms  of  which  can  be  obtained  at  the  company’s  office.  Freight  on  all  live  stock 
and  perishable  articles  must  be  prepaid;  also  all  freight  on  cargo  to  all  ports  except 
Mazatlan  and  Panama. 

Where  goods  are  consigned  to  order,  the  name  of  party  to  be  notified  must  be 
given  in  all  cases. 

No  explosives  or  combustible  cargo,  such  as  petroleum,  nitroglycerin,  acids,  etc., 
will  be  transported  by  this  line.  Launches,  boats,  etc.,  taken  at  special  rates  upon 
application. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


553 


Parcel  tariff ,  San  Francisco  to  Central  American  and  Mexican  ports. 

Package: 

1  pound  or  less . 

Over  1  pound  to  2  pounds . . . 

Over  2  pounds  to  3  pounds . 

Over  3  pounds  to  4  pounds . 

Over  4  pounds  to  5  pounds . 

Over  5  pounds  to  7  pounds . .. . 

Over  7  pounds  to  10  pounds . 

Over  10  pounds  to  15  pounds . 

Over  15  pounds  to  20  pounds . 

Over  20  pounds  to  25  pounds . 

Over  25  pounds  to  30  pounds . 

Over  30  pounds  to  35  pounds . 

Over  35  pounds  to  40  pounds . 

Over  40  pounds  to  45  pounds . . . 

Over  45  pounds  to  50  pounds . 

Exceeding  50  pounds . per  pound.. 


Rate. 
$1.50 
1.50 
1.50 
1.50 
1.50 
1.50 
1.50 
2.00 
2.  00 

3.  00 
3.00 
4.00 

4.  00 

5.  00 
5.  00 

.10 


ADDITIONAL  CHARGE  FOR  VALUE. 


Charge. 


From  $51  to  $75 . 

From  $76  to  $100 . 

From  $101  to  $200 . 

From  $201  to  $300 . 

From  $301  to  $400 . 

From  $401  to  $500 . 

From  $501  to  $600 . 

From  $601  to  $700 . 

From  $701  to  $800 . 

From  $801  to  $900 . 

From  $901  to  $1,000  . 

Over  $1,000  . .per  cent.. 


$1.00 
2.00 
3.  00 
4. 00 
5.00 
6.  00 
7.00 
8.  00 
9.00 
10.  00 
10.00 
1 


San  Francisco,  November  1,  1902. 


Alexander  Center, 
General  Agent ,  San  Francisco. 


Table  No.  54. — Rates  of  freight  under  through  bills  of  lading  from  Mexican  and  Central 
American  ports  to  New  York,  via  Panama ,  in  connection  with  Panama  Railroad  Com¬ 
pany  and  Panama  Railroad  Steamship  Line. 

[Effective  August  15, 1903.  (This  tariff  supersedes  all  previous  tariffs  and  supplements,  and  is  subject 
to  change  without  notice.)  Pacific  Mail  Steamship  Company.  Panama  Line.  Freight  tariff 
No.  23.] 

[Payable  in  United  States  gold  coin.  Pounds,  when  mentioned  in  tariff,  are  English.] 


Articles. 

How  taken. 

Punta 

Arenas, 

San  Juan, 
Corinto. 

Amapala, 
Ocos, 
and  ports 
between. 

From 

Mexican 

ports. 

Spe¬ 

cific. 

Ad  va¬ 
lorem. 

Spe¬ 

cific. 

Ad  va¬ 
lorem. 

Spe¬ 

cific. 

Ad  va¬ 
lorem. 

Balsam . 

Per  100  pounds  . . 

$2.00 
2.40 
1.15 
2.00 
1.30 
f  .75 
\  a.  70 
.50 

.  871 
.50 
1.00 
1.50 

1.00 

Per  ct. 

$2.00 
2. 60 
1.25 
2.00 
1. 40 
.75 
a.  70 

Per  cl. 

$3.00 
2.80 
1.30 
2. 25 
1.60 
.75 
a.  70 

Per  ct. 

Bark . 

. do . 

Cigars . 

Per  cubic  foot . 

Cochineal  . 

Per  100  pounds . 

Cocoa  . 

. do  .  * . 

Coffee  . 

. do . 

Coffee  (special  from  Punta 

Arenas).a 

Cotton,  in  bales,  compressed. 
Dvewoods . 

. do . 

m  m  m  m  m  Cl  O 

. do . 

.871 

.50 

1.00 

1.50 

1.00 

.871 

.50 

1.25 

1.50 

1.00 

Ginger . 

. do . 

Hides  (dry),  folded,  loose,  or 
in  bales. 

Horns . 

. do . 

a  Changes  since  tariff  published. 


554 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES 


Table  No.  54. — Rates  of  freight  under  through  hills  of  lading  from  Mexican  and  Central 

American  ports  to  New  York ,  etc. — Continued. 


Articles. 


India  rubber  a . 

Indigo . 

Jewelry  and  silver  plate . 

Merchandise,  not  otherwise 
specified. 

Orchilla . 

Ores,  concentrates,  and  pre¬ 
cipitates  (gold  value  to  be 
declared  on  bill  of  lading) : 

Value  not  exceeding 
$500  per  ton  of  2,000 
pounds. 

Value  over  $500  and  not 
exceeding  $1,000  per 
ton  of  2,000  pounds. 

Value  over  $1,000  and 
not  exceeding  $2,000 
per  ton  of  2,000  pounds,  b 

Value  over  $2,000  and 
not  exceeding  $8,000 
per  ton  of  2,000  pounds. b 

Value  over  $8,000  and 
not  exceeding  $12,000 
per  ton  of  2,000  pounds.fr 

Value  over  $12,000  per 
ton  of  2,000  pounds. c 

Pearls . 

Pearl  shells . 

Plants  (at  shippers’  risk, 
freight  to  be  prepaid) . 
Ramie  and  other  plant  fibers. 

Sarsaparilla . 

Skins,  alligator . 

Skins,  deer  and  goat . 

Specie  and  bullion . 

Sugar . 

Tobacco,  in  seroons  or  bales. 
Wood,  in  logs: 

Cedar  pieces  not  exceed¬ 
ing  2  tons  weight. 

Cedar  pieces  over  2  tons 
and  not  exceeding  4 
tons.  , 

Cedar  pieces  over  4  tons 
and  not  exceeding  6 
tons. 

Other  woods  (not  dye- 
woods)  not  exceeding 
2  tons  weight. 

Other  woods,  pieces  over 
2  tons  and  not  exceed¬ 
ing  4  tons. 

Other  woods, pieces  over 
4  tons  and  not  exceed¬ 
ing  6  tons. 

Parcels  not  exceeding  2 
cubic  feet. 


How  taken. 

Punta 

Arenas, 

San  Juan, 
Corinto. 

Amapala, 
Ocos, 
and  ports 
between. 

From 

Mexican 

ports. 

Spe¬ 

cific. 

Ad  va¬ 
lorem. 

Spe¬ 

cific. 

Ad  va¬ 
lorem. 

Spe¬ 

cific. 

Ad  va¬ 
lorem. 

Per  ct. 

Per  ct. 

Per  ct. 

Per  100  pounds . 

$1.50 

$1.50 

$1.50 

. do . 

2.00 

'2.00 

2.50 

Ad  valorem . 

U 

li 

li 

Per  40  cubic  feet,  or 

30. 00 

35.00 

40.00 

2,000  pounds,  ship’s 

option. 

Per  100  pounds . 

2.50 

2.60 

2.  70 

.65 

.65 

.65 

Per  100  pounds  and 

.65 

1 

8 

.65 

f 

.65 

1 

ad  valorem. 

. do . 

.65 

1 

.65 

t 

.65 

7 

8 

. do . 

.65 

7 

8 

.65 

7 

8 

.65 

u 

Ad  valorem . 

U 

u 

. 

u 

. do . 

Is 

U 

li 

. do . 

li 

. 

u 

,  ,  *  m  9  m  9 

li 

Per  100  pounds . 

.75 

.75 

.75 

Per  cubic  foot . 

.69 

.69 

.69 

ri  o 

.40 

.40 

.45 

Per  100  pounds . 

2.50 

2.60 

2. 70 

. do . 

1.50 

1.50 

1.50 

. do . 

2.00 

2.00 

2.25 

Ad  valorem . 

u 

H 

U 

Per  100  pounds . 

1  .50 

.50 

.60 

{  c.  43 

c.  43 

. 

. 

c.  43 

d  o 

1.75 

1.75 

2.00 

Bn 

.70 

.70 

.70 

Bn 

1.05 

1.05 

1.05 

dr^ 

1.40 

1.40 

1.40 

.  50 

.50 

.60 

. do . 

.75 

.  75 

.90 

. do . 

1.00 

1.00 

1.20 

Each . 

3. 00 

• 

3.00 

3.00 

«  Shipments  of  india  rubber  to  be  on  separate  bills  of  lading,  and  when  the  freight  at  tariff  rates 
amounts  to  less  than  the  minimum  charge  for  the  bill  of  lading,  the  actual  freight  at  the  tariff  rate 
will  be  charged,  provided  the  shipper  has  other  goods  from  the  same  port  on  the  same  steamer  to  the 
same  consignee  sufficient  in  all  to  exceed  the  minimum  charge. 

fr  When  valued  at  $1,000  or  over  per  ton,  to  be  shipped  on  treasure  bills  of  lading  with  declared 
value,  and  when  possible  to  be  stowed  in  treasure  tanks. 

c  Changes  since  tariff  published. 

Minimum  bill  of  lading  $6.  Freight  on  perishable  goods  to  be  prepaid. 

Values  of  all  cargo  on  which  ad  valorem  charge  is  made  must  be  declared  in 
United  States  gold  coin. 

Where  goods  are  consigned  to  “Order,”  the  name  of  party  to  be  notified  must  lie 
given  in  all  cases. 

No  explosives  or  combustible  cargo,  such  as  crude  petroleum,  nitroglycerin,  etc., 
will  be  transported  by  this  line. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


555 


Table  No.  55. — Rates  of  freight  from  Panama  and  Central  American  and  Mexican  ports 

to  San  Francisco. 


[Effective  August  15,  1903.  (This  tariff  supersedes  all  previous  tariffs  and  supplements,  and  is  subject 
to  change  without  notice.)  Pacific  Mail  Steamship  Company.  Panama  Line.  Freight  tariff 
No.  53.] 

[Payable  in  United  States  gold  coin.  Pounds,  when  mentioned  in  tariff,  are  English.] 


Articles. 


Beans,  dried,  in  sacks,  per  100 pounds 

Cigars,  per  cubic  foot . 

Cocoa,  per  100  pounds . 

Coffee,  per  100  pounds . 

Fish,  dried,  in  sacks,  per  100 pounds. 
Fruits  and  vegetables,  green,  per 

cubic  foot . 

Hides  and  pelts: 

Green,  per  100  pounds . 

Dry,  loose,  per  100  pounds . 

Dry,  bundles,  per  100  pounds 

India  rubber,  per  100  pounds . 

Indigo,  per  100  pounds . 

Jewelry  and  silver  plate  . 

Leather  (sole,  in  bundles),  per  100 

pounds . 

Merchandise,  not  otherwise  speci¬ 
fied,  per  40  cubic  feet,  or  2,000 

pounds,  ship’s  option . 

Oil  cake,  per  100  pounds . 

Ores,  concentrates,  and  precipitates 
(gold  value  to  be  declared  on  bill 
of  lading) : 

Value  not  exceeding  $100  per 
2,000  pounds,  per  100  pounds  . . 
Value  over  $100  and  not  exceed¬ 
ing  $200  per  2,000  pounds,  per 

100  pounds . 

Value  over  $200  and  not  exceed¬ 
ing  $500  per  2,000  pounds,  per 

100  pounds . . 

Value  over  $500  and  not  exceed¬ 
ing  $1,000  per  2,000  pounds,  per 

100  pounds . 

Value  over  $1,000  and  not 
exceeding  $2,000  per  2,000 

pounds,  per  100  pounds  a . 

Value  over  $2,000  per  2,000 

pounds,  per  100  pounds  a . 

Peas,  dried,  in  sacks,  per  100  pounds. 

Salt,  in  bags,  per  100  pounds . 

Shells,  pearl  and  others,  per  100 

pounds . 

Shrimps,  dried,  in  sacks,  per  100 

pounds . 

Skins: 

Alligator  and  boar,  per  100, 

pounds . 

Deer  and  goat,  dry,  in  bundles, 

per  100  pounds  . . 

Specie  and  bullion  (gold  value  to 
be  declared  on  bill  of  lading): 

Value  under  $1,000 . . . 

Value  $1,000  and  under  $10,000. . 
Value  $10,000  and  under  $40,000. 

Value  $40,000  or  over . 

Sugar,  raw,  in  bags,  per  100  pounds. 
Tobacco: 

In  bales,  per  100  pounds . 

In  cases,  per  cubic  foot . 

Wood,  in  logs: 

Cedar,  per  cubic  foot . 

Lignum-vitae,  per  100  pounds  ... 
Other  woods,  per  100  pounds  . .. 


Panama  and 
Central 
American  ' 
ports. 

Mexican  ports. 

Ports  south  of 
Acapulco. 

Acapulco, 
Manzanillo, 
San  Bias. 

Mazatlan. 

Specific. 

Ad  va- 

Specific. 

Ad  va- 

Specific. 

Ad  va- 

Specific. 

Ad  va- 

lor  era. 

lorem. 

lorem. 

lorem. 

Per  ct. 

Per  ct. 

Per  ct. 

Per  ct. 

$0.  50 

$0. 50 

$0. 37| 

$0.25 

,25 

.25 

.25* 

.25 

.40 

.50 

.  40 

.374 

.40 

.50 

.40 

.374 

.30 

.30 

.30 

.30* 

.20 

.25 

.20 

.15 

.  50 

.50 

.374 

.374 

.75 

.75 

.50* 

.50* 

1.00 

1.00 

.75 

.75 

1.50 

1.50 

1.00 

1.00 

1.50 

1.50 

1.50 

1.50 

U 

i.4 

14 

14 

.60 

.60 

10.00 

10. 00 

8.00 

6.  00 

.30 

.30 

.324 

.324 

.214 

.214 

.371 

.374 

.  25 

.25 

.50 

.50 

.374 

.374 

.75 

.  75 

.50 

.50 

.75 

8 

.  75 

t 

.50 

1 

2 

.50 

1 

9 

.75 

3 

T 

.75 

i 

.50 

i 

.50 

i 

.50 

.50 

.374 

.25 

.25 

.25 

.25 

.15 

.30 

.30 

.30 

.30 

.30 

.30 

.30 

.30 

.50 

.50 

.50 

.50 

1.00 

1.00 

1.00 

.75 

1 

1 

l 

l 

l 

1 

l 

i 

7 

1 

4 

1 

* 

l 

.25 

.25 

.25 

.25 

1  00 

1.00 

.75 

.50 

.25 

.25 

.20 

.15 

.10 

.  124 

.10 

.10 

.20 

.25 

,20 

.20 

.25 

.30 

.25 

.25 

a  To  be  declared  on  treasure  bills  of  lading  as  ores,  concentrates  or  precipitates,  and,  when  possible 
to  be  stowed  in  treasure  tanks. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


No  bill  of  lading:  from  ports  south  of  Acapulco  signed  for  less  than  $2.50;  from 
Acapulco  and  ports  north  thereof,  $2. 

Freight  on  perishable  goods  to  be  prepaid. 

Values  of  all  cargo  on  which  ad  valorem  charge  is  made  must  be  declared  in  United 
States  gold  coin. 

Where  goods  are  consigned  to  “  order,”  the  name  of  party  to  be  notified  must  be 
given  in  all  cases. 

No  explosives  or  combustible  cargo,  such  as  crude  petroleum,  nitroglycerin,  etc. , 
will  be  transported  by  this  line. 

Parcel  tariff ,  Panama  and  Central  American  and  Mexican  ports  to  San  Francisco. 


Rato. 

Package  of  10  pounds  or  less . $1.  50 

Package  over  10  pounds  to  20  pounds . 2.  00 

Package  over  20  pounds  to  30  pounds .  3.  00 

Package  over  30  pounds  to  40  pounds .  4.  00 

Package  over  40  pounds  to  50  pounds .  5.  00 

Package  exceeding  50  pounds . per  pound. .  .  10 


ADDITIONAL  CHARGE  FOR  VALUE. 


Valued  at — 

From  $51  to  $75 . 

From  $76  to  $100 . 

From  $101  to  $200 . 

From  $201  to  $300 . 

From  $301  to  $400 . 

From  $401  to  $500 . 

From  $501  to  $600 . 

From  $601  to  $700 . 

From  $701  to  $800 . 

From  $801  to  $1,000  . 

Over  $1,000 . 

San  Francisco,  July  15 ,  1903. 


Charge . 

. $1.00 

.  2. 00 

.  3. 00 

.  4. 00 

.  5. 00 

.  6. 00 

.  7. 00 

.  8. 00 

.  9. 00 

.  10.00 

percent..  1 


Table  No.  56. — Pates  of  freight  from  Liverpool  to  South  Pacific  ports  via  Colon- Panama. 

[Frederick  Leyland  &  Co.  (1900),  Limited.] 

These  rates  apply  only  to  packages  and  pieces  not  exceeding  2  tons  weight,  and  are 
payable  in  exchange  for  bills  of  lading. 

Through  bills  of  lading  issued  and  through  rates  of  freight  quoted  from  most  towns 
in  the  United  Kingdom  and  European  ports. 

The  through  rates  of  freight,  etc.,  and  classification  of  goods  are  subject  to  revision 
without  notice.  Cargo  taken  by  special  agreement  only. 

Bills  of  lading,  showing  the  conditions  on  which  goods  are  carried  by  the  Leyland 
Line  and  its  connections,  can  be  obtained  only  from  the  printers  (James  Mawdsley 
&  Son),  32  Castle  street,  Liverpool,  or  from  the  agents  of  the  line. 

Three  plain  copies  of  bill  of  lading  required  for  all  Pacific  ports  except  Ecuador,  for 
which  four  are  necessary. 

All  goods  (except  Class  D  and  those  paying  freight  ad  valorem)  of  £200  and  upward 
in  value  per  freight  ton  will  be  charged  as  valuable. 

Heavy  lifts:  Pieces  and  packages  weighing  over  2  tons  will  be  charged  the  follow¬ 
ing  rates,  in  shillings,  in  addition: 


Tons. 

Measure¬ 

ment 

goods. 

Weight 

goods. 

Tons. 

Measure¬ 

ment 

goods. 

Weight 

goods. 

2  to  3 . 

10 

15 

6  to  7 . 

30 

50 

3  to  4 . 

15 

25 

7  to  8 . 

35 

65 

4  to  5 . 

20 

30 

8  to  9 . 

40 

70 

5  to  6 . 

25 

45 

9  to  10 . 

45 

75 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


557 


Dangerous  goods  in  packages  not  exceeding  10  kilos  weight  when  shipped  with 
other  goods  may  be  accepted  at  one-half  the  minimum  charge,  but  no  bill  of  lading 
containing  dangerous  goods  will  be  signed  for  less  than  63  shillings.  Packages  of 
goods  in  Class  D  must  not  exceed  112  pounds  each. 

Goods  Class  D  D  pay  200  shillings  per  ton  to  all  ports. 

[Values  given  in  shillings  and  pence.] 


Per  freight  ton  of  40  cubic  feet,  or  2,240 
pounds  gross  weight  or  per  cent  ad  valo¬ 
rem  (steamer’s  option). 

Minimums.  j 

Class  D. 

Xi 

i 

Major  ports. 

. 

Q 

V2 

(fi 

c3 

r—H 

> 

Zfl 

00 

cS 

rH 

V? 

VI 

C3 

c4 

OQ 

00 

co 
c n 

VI 

o3 

e 

[5 

*5 

<x> 

ft 

VI 

m 

VI 

£ 

© 

bjo 

J 

n  bill  of  lading  wit 

other  goods. 

n  bill  of  lading  wit 

out  other  goods. 

lasses  other  than  D. 

5 

3 

3 

o 

3 

o 

P-l 

O 

O 

o 

Buenaventura 
Tumaco . 

s. 

}ioo 

s.  P.  ct. 

150  or  2£ 

s.  d. 

75  0 

s.  d. 

60  0 

s.  d. 

55  0 

s.  d. 

52  6 

P.  Ct 

Nil. 

s.  d. 

31  6 

s. 

63 

s.  d. 

31  6 

Esmeraldas... 
Bahia . 

jioo 

150  or  2i 

75  0 

60  0 

55  0 

52  6 

Class  4. 
32  6 

Nil. 

31  6 

63 

31  6 

Manta . 

Puerto  Bolivar 

Guayaquil _ 

Paita . 

jioo 

150  or  2i 

60  0 

45  0 

40  0 

10 

31  6 

63 

31  6 

Eten . 

Pascasmayo  . . 

Salaverry . 

Callao . 

Pisco  . 

•100 

100  or  2i 

60  0 

52  6 

45  0 

32  6 

10 

31  6 

63 

31  6 

Mollendo . 

Ilo . 

•100 

100  or  2£ 

57  6 

50  0 

37  6 

30  0 

10 

31  6 

63 

31  6 

Arica . 

100 

100  or  2i 

57  6 

50  0 

37  6 

30  0 

10 

31  6 

63 

31  6 

Pisagua . 

Iquique . 

Tocopilla . 

Antofagasta . . 
Taltal . 

•100 

100  or  2\ 

50  0 

42  6 

35  0 

30  0 

10 

31  6 

63 

31  6 

Caldera . 

Coquimbo .... 
Valparaiso  ... 

Additional 

charges. 


a  Class  special:  Puertos  Menores:  The  goods  under  this  class  are  as  follows:  Bricks,  cement,  coal, 
coke,  iron  and  steel  bars,  hoops,  plates,  sheets  (including  galvanized),  pig,  rails,  fish  plates,  axles 
and  wheels,  lead  (in  pigs),  salt  (in  bags),  soda  (ash,  caustic,  hyposulphate,  and  silicate). 
b  Eight  shillings  per  cent  ad  valorem,  minimum  2  shillings. 


Puertos  Menores:  Goods  may  also  be  accepted  on  through  bills  of  lading  to  the 
minor  ports  at  rates  of  freight  to  be  charged  to  the  nearest  major  port  and  subject  to 

the  following  clause:  “Goods  to  be  cleared  at - by  Messrs. - and 

local  freight  and  expenses  to  destination  to  be  paid  at  this  port.” 

Frederick  Leyland  &  Co.  (1900)  (Limited), 

27  James  Street ,  Liverpool . 

(Tariffs  of  other  English  lines  to  Colon  practically  the  same.) 

Liverpool,  November  1,  1904. 

[Translation.] 

[Issue  No.  20.  January,  1905.  Herewith  all  former  issues  are  annulled.  Hamburg-America  Line. 
The  West  Indies-Mexico- Panama  route.  Via  Colon  and  Panama,  in  connection  with  the  Panama 
Railroad  Company,  the  Pacific  Mail  Steamship  Company,  the  Pacific  Steam  Navigation  Company, 
La  Compania  Sud-Americana  de  Vapores,  and  other  lines.] 


558 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Freight  rates  for  goods  shipped  from  Hamburg ,  Bremen ,  and  Antwerp  to  South  American 

})orts. 

Every  freightage  is  to  be  paid  on  delivery  of  the  invoices,  without  any  reimburse¬ 
ment,  not  even  if  the  ship  or  the  goods  should  be  lost. 

Every  parcel  must  be  packed  safely,  and  is  to  be  furnished  with  a  clearly  visible 
mark,  as  well  as  with  a  number  and  the  full  name  of  the  port  for  which  it  is  designed. 

“C.  0.  D.”  (cash  on  delivery)  is  not  allowed. 

For  invoices,  the  formula  issued  by  our  company  is  to  be  used  only. 

Combustibles,  explosive  goods,  and  other  goods  dangerous  to  the  ship  or  its  cargo, 
as  well  as  rails,  wTeapon  or  war  material,  and  packs  of  more  than  2,000  kilos  require 
a  special  agreement. 

Freight  rates  for  shipment  from  Grimsby  and  Havre,  according  to  special  tariffs 
of  the  agents  of  those  places. 

An  extra  rate  of  7s.  6d.  per  40  cubic  feet,  respectively,  1,000  kilos  is  to  be  paid  for 
through  invoices  for  Amsterdam  and  Rotterdam,  additional  to  the  Hamburg  rates. 

FREIGHTER  A  TES  FOR^PACKS  OF  MORE  THAN  2,000  KILOS. 

1.  To  Panama  and  ports  north  of  it: 

More  than  2,000,  to  4,000  kilos — one  and  a  half  times  the  usual  rate. 

More  than  4,000,  to  6,000  kilos — twice  the  usual  rate. 

More  than  6,000,  to  8,000  kilos — twice  and  a  half  the  usual  rate. 

More  than  8,000,  to  10,000  kilos — thrice  the  usual  rate. 

2.  To  the  South  Pacific.  The  following  rates,  in  shillings  per  ton,  are  to  be  paid 
beyond  the  usual  ones: 


Weight. 

If  by 
measure. 

If  by 
weight. 

Over  2  to  3  tons . 

10 

15 

Over  3  to  4  tons . 

15 

25 

Over  4  to  5  tons . . . 

20 

30 

Over  5  to  6  tons . 

25 

40 

Over  6  to  7  tons . 

30 

35 

50 

Over  7  to  8  tons . 

65 

Over  8  to  9  tons . 

40 

70 

Over  9  to  10  tons . 

45 

75 

For  packs  of  more  than  10  tons  a  special  agreement  is  required. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


559 


Table  No.  57. — Rates  of  freight  from  Liverpool  to  Atlantic  ports,  furnished  by  Frederick 
Leyland  <£  Co.  (1900),  limited,  West  India  and  Pacific  department. 

[Per  ton  gross  weight  or  measurement,  at  steamer’s  option,  with  10  per  cent  primage.  Through  rates 
of  freight  are  also  quoted  from  inland  towns  and  ports  in  the  United  Kingdom.  These  rates,  effec¬ 
tive  per  steamship  Louisianian ,  sailing  July  3,  apply  only  to  packages  and  pieces  not  exceeding  2 
tons  weight,  and  are  subject  to  revision  without  notice.  Cargo  taken  by  special  agreement  only. 
Packages  and  pieces  exceeding  2  tons  and  not  exceeding  3  tons  weight  each  will  be  charged  one- 
and-a-half  times  ordinary  freight;  over  3  tons  and  not  over  4  tons,  twice  ordinary  freight;  over  4 
tons  and  not  over  6  tons,  two-and-a-half  times  ordinary  freight;  over  6  tons  and  not  over  8  tons, 
three  times  ordinary  freight;  over  8  tons  and  not  over  10  tons,  three-and-a-half  times  ordinary 
freight;  over  10  tons,  by  special  agreement.] 


Ports. 


Barbados 


Demernra,  via  Bar¬ 
bados  (landing 
charges,  5  per  cent) 
St.  Lucia,  etc.,  via 
Barbados  (landing 
charges,  5  to  10  per 
cent). 

Trinidad . 

Ciudad  Bolivar,  via 
Trinidad. 

La  Guaira . 


Puerto  Cabello . 

Curasao . 

Maracaibo  and  Coro, 
via  Curasao. 

Santa  Martha . 

Savanilla . 

Cartagena . 

Barranquilla,  via  Sa¬ 
vanilla  (weight 
goods  5  shillings 
per  ton  extra). 

Calamar,  via  Carta¬ 
gena. 

Colon  d . 

St.  Thomas . 

St.  Croix,  via  St. 
Thomas. 

Kingston . 

Jamaica  outports,  via 
Kingston. 

Veracruz . 

Tampico . 

Progreso  . 

Mexico  City,  Monte¬ 
rey,  San  Luis  Po- 
tosi,  etc.  (special 
rates). 


1 

I 

Freight- 

-Class. 

Minimum. 

Dangerous. 

1,  Val. 

ai 

<5 

3,  coarse. 

4,  rough. 

Ordinary  goods  per 
bill  of  lading. 

Dangerous 

goods. 

With  other 

goods. 

If  on  sepa¬ 
rate  bill  of 
lading. 

s. 

S. 

i. 

s.  d. 

8.  d. 

s.  d. 

s. 

i. 

8. 

d. 

60 

Class  2  plus  1 

35 

0 

35 

0 

(a) 

10 

6 

10 

6 

21 

0 

per  cent 

ad 

1 

valorem. 

60 

. do . 

35 

0 

35 

0 

(a) 

10 

6 

10 

6 

21 

0 

60 

. do . 

40 

0 

40 

0 

(a) 

10 

6 

10 

6 

21 

0 

60 

. do . 

35 

0 

35 

0 

(a) 

10 

6 

10 

6 

21 

0 

80 

. do . 

50 

0 

50 

0 

(a) 

21 

0 

15 

6 

26 

0 

80 

60  s.  or  1 

per 

45 

0 

.35 

0 

b  25 

0 

10 

6 

10 

6 

21 

0 

cent  ad  valo- 

rem. 

80 

60  s.  or  1 

per 

45 

0 

35 

0 

625 

0 

10 

6 

10 

6 

21 

0 

cent. 

80 

. do . 

45 

0 

35 

0 

6  25 

0 

10 

6 

10 

6 

21 

0 

120 

70  s.  or  1^ 

per 

47 

6 

37 

6 

630 

0 

13 

0 

21 

0 

31 

6 

cent. 

80 

60  s.  or  1 

per 

45 

0 

35 

0 

30 

0 

10 

6 

10 

6 

21 

0 

cent. 

80 

. do . 

30 

0 

30 

0 

625 

0 

10 

6 

10 

6 

21 

0 

80 

. do . 

30 

0 

30 

0 

625 

0 

10 

6 

10 

6 

21 

0 

100 

70  s.  or  1£ 

per 

40 

0 

40 

0 

635 

0 

13 

0 

15 

6 

26 

0 

cent. 

120 

80  s.  or  1£ 

per 

50 

0 

50 

0 

645 

0 

13 

0 

15 

6 

26 

0 

cent. 

80 

60  s.  or  1 

per 

35 

0 

35 

0 

22 

6 

10 

6 

10 

6 

21 

0 

cent. 

80 

. do . 

45 

0 

35 

0 

625 

0 

10 

6 

10 

6 

21 

0 

100 

70  s.  or  1|- 

per 

55 

0 

45 

0 

635 

0 

21 

0 

15 

6 

26 

0 

cent. 

60 

60  s.  or  1 

per 

By  special  agree 

10 

6 

10 

6 

21 

0 

cent. 

ment. 

80 

70  s.  or  1| 

per 

do  . . 

10 

6 

10 

6 

21 

0 

cent. 

80 

60  s.  or  1 

per 

25 

0 

25 

0 

17 

6 

10 

6 

10 

6 

21 

0 

cent. 

80 

. do . 

25 

0 

25 

0 

17 

6 

10 

6 

10 

6 

21 

0 

80 

70  s.  or  1 

per 

40 

0 

30 

0 

22 

6 

10 

6 

10 

6 

21 

0 

cent. 

Other  charges. 


Wharfage  or  mu¬ 

nicipal  tax,  etc., 
per  freight  ton. 

Import  tax,  per 

1,000  kilos. 

Stamp  duty,  per  set 

of  bills  of  lading. 

Consular  vis6,  per 

set  of  bills  of  lading. 

s.  d. 

8. 

s. 

s. 

5 

5 

5 

1  6 

3  0 

c  5 

2 

2 

2 

2 

2 

10 

6 

6 

6 

6 

6 

3 

3 

3 

3 

3 

9 

9 

6 

2 

2 

2 

2 

a  Various. 

Note.— For  footnotes  b,  c,  and  d  see  p.  560. 


560 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  58. — Comparison  of  rates. 


From  New  York — 


Articles. 

To  Colon. 

To  Habana  and 
Santiago. 

To  Livingston. 

To  San  Juan. 

Kerosene  oil . . 

Flour  . 

Potatoes . 

25 cents  per  case. . . . 
811  cents  per  barrel. 
. do . 

15  cents  per  case. . . . 
65  cents  per  barrel. . 
. do . 

60  cents  per  case .... 

$1.28  per  barrel . 

. do . 

12  cents  per  case. 

30  cents  per  barrel. 

50  cents  per  barrel. 

35  cents  per  100 
pounds. 

14  cents  per  cubic 
foot. 

f$5  per  M  feet. 

l$8  per  M  feet. 

60  cents  per  barrel. 

16  cents  per  cubic 
foot. 

25  cents  per  100 
pounds,  or  12  cents 
per  cubic  foot. 

Salt . 

Dry  goods . 

Lumber . 

Pork . 

Furniture . 

Lard . 

25  cents  per  100 
pounds. 

12£  cents  per  cubic 
foot. 

$10  per  M  feet . 

87i cents  per  barrel. 

12£  cents  per  cubic 
foot. 

25  cents  per  100 
pounds. 

25  cents  per  100 
pounds. 

10  cents  per  cubic 
foot. 

$4  per  M  foot . 

70  cents  per  barrel . . 

10  cents  per  cubic 
foot. 

20  cents  per  100 
pounds. 

60  cents  per  100 
pounds. 

60  cents  per  cubic 
foot. 

$15  per  M  feet . 

$1.28  per  barrel . 

30  cents  per  cubic 
foot. 

60  cents  per  100 
pounds. 

Articles. 

From  New  York — 

To  Kingston. 

To  Veracruz. 

To  Progreso. 

To  La  Guaira. 

Kerosene  oil . . 

Flour  . 

Potatoes  . 

Salt . 

Drv  goods . 

Lumber . 

Pork . 

Furniture . 

Lard . 

16  cents  per  case .... 

40  cents  per  barrel. . 

50  cents  per  barrel . . 

20  cents  per  100 
pounds. 

8  cents  per  cubic 
foot. 

$6.50  per  M  feet . 

50  cents  per  barrel. . 

8  cents  per  cubic 
foot. 

25  cents  per  100 
pounds. 

25  cents  per  case. . . . 

75  cents  per  barrel. . 

88  cents  per  barrel . . 

25  cents  per  100 
pounds. 

15  cents  per  cubic 
foot. 

J$8  per  M  feet . 

($9  per  M  feet . 

90  cents  per  barrel . . 

12£  cents  per  cubic 
foot. 

30  cents  per  100 
pounds. 

25  cents  per  case .... 

70  cents  per  barrel. . 

88  cents  per  barrel . . 

30  cents  per  100 
pounds. 

17£  cents  per  cubic 
foot. 

$8  per  M  feet . 

$9  per  M  feet . 

$1.40  per  barrel . 

12^  cents  per  cubic 
foot. 

30  cents  per  100 
pounds. 

25  cents  per  case. 

50  cents  per  barrel. 

Do. 

35  cents  per  100 
pounds. 

15  cents  per  cubic 
foot. 

$9  per  M  feet. 

$12  per  M  feet. 

75  cents  per  barrel. 

15  cents  per  cubic 
foot. 

25  to  30  cents  per 
100  pounds. 

February  6,  1905. 


Note.— Footnotes  to  Table  No.  57,  p.  559. 

b  Special  rates  ( with  usual  additions). 


Beer . 

Bottles  ( empty ),  demi¬ 
johns  (empty) , 
earthenware  and 
glassware  (com-  • 
mon) . 

Paper  (packing,  print¬ 
ing,  wood  and  straw ) .  I 

Coal  and  coke  in  sacks; 
iron  and  steel  wire. 

Cement  in  casks . 

Iron  pots,  stoves,  . 
grates,  and  ovens. 

Rice  in  bags . 


La  Guaira, 
Puerto  Cabello, 
Curasao, 

St.  Thomas. 

Coro,  Mara¬ 
caibo. 

Savanilla,  Carthagena. 

Per  40  cubic  feet. . 

20s.  net . 

27s.  6d.  net _ 

20s.  and  10  per  cent. 

. do . 

. do . 

. do . 

25s.  and  10  per  cent. 

Per  20  cwt.  gross. . 

18s.  net . 

25s.  net . 

Do. 

_ do . 

17s.  6d.  and  10 

. do . 

20s.  and  10  per  cent. 

per  cent. 

— do . 

50s.  and  10  per 

60s.  and  10  per 

50s.  and  10  per  cent. 

cent. 

cent. 

_ do . 

18s.  net. 

25s.  net . 

20s.  and  10  percent. 

With  usual  additions  for  Barranquilla  and  Calamar. 

cCoro:  Cost  of  consular  vis6  to  be  divided  among  shippers 
d  Light-house  dues,  1  shilling  per  ton;  tonnage  tax,  7  shillings  per  ton. 

27  James  Street,  Liverpool,  15th  June ,  1901. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


561 


Table  No.  59. — Freight  rates  from  Hamburg ,  Bremen ,  and  Antwerp  via  Colon  and 

Panama. 

[For  1,000  kilos,  40  cubic  feet  (English),  or  according  to  the  value,  at  the  ship’s  option.  All  goods 
of  200  shillings  value  and  more  pay  first-class  to  Panama  and  the  ports  north  of  it,  and  V  class  to  the 
South  Pacific,  except  extra  goods  and  goods  which  pay  according  to  their  value.] 


To- 


Class 

V. 


Panama,  extra  rates  below  & . 

Buenaventura,  Tumaco . 

Esmeraldas,  Bahia  (Caraques), 

Manta . 

Puerto  Bolivar,  Guayaquil . 

Paita,  Eten ,  Pacasmayo,  Salaverry . 
Callao,  Pisco,  Mollen'do,  Ilo,  Arica. 
Pisagua,  Iquique,  Toeapilla,  An¬ 
tofagasta,  Taltal,  Caldera,  Co- 
quimbo,  Valparaiso . 


c  150 

c  150 
clOO 
clOO 
clOO 


clOO 


Class  1. 


s.  d. 
cl20  0 
75  0 

75  0 
60  0 
60  0 
57  6 


50  0 


Class  2. 


s.  d. 
100  0 
60  0 

60  0 
45  0 
52  6 
50  0 


42  6 


Class  3.  Class4.« 


s.  d. 
90  0 
55  0 

55  0 
40  0 
45  0 
37  6 


35  0 


s.  d. 
<*60  0 
52  6 

52  6 
32  6 
32  6 
30  0 


30  0 


Class  I  Class 
D.  DD. 


I 


s. 


s. 

200  | _ • . 

100  !  200 

100  |  200 

100  |  200 

100  !  200 

100  i  200 


100  !  200 


Pre¬ 

cious 

metal, 

coin, 

and 

jewels. 


Com¬ 

mon 

goods. 


P.  ct 


d  2 

o  a!  c  5 
raPs  «  « 

M  O  s-, 
CD 

r'V  q, 

JSS- 

SoJ 

CChO 

a 


s.  d. 
21  0 
31  6 


31 

31 

31 

31 


31  6 


To— 


Minimum  rates, 
dangerous  goods; 
maximum  50  kilos 
a  pack,  if  forward¬ 
ed  on  one  invoice; 
together  with 


other 

kilo. 


goods,  per 


Pri¬ 

mage. 


Kilos. 

Under 

10 

kilos. 

Sepa¬ 

rate. 

s.  d. 

s.  d. 

s. 

P.  ct. 

Panama,  extra  rates  below  f> . 

21  0 

10  6 

42 

Buenaventura,  Tumaco . 

31  6 

15  9 

63 

•  • 

Esmeraldas,  Bahia  (Caraques), 
Manta. 

31  6 

15  9 

63 

Puerto  Bolivar,  Guayaquil . 

31  6 

15  9 

63 

• 

10 

Paita,  Eten ,  Pacasmayo,  Salaverry . 

31  6 

15  9 

63 

10 

Callao,  Pisco,  Mollendo, Ilo, Arica. 

31  6 

15  9 

63 

10 

Pisagua,  Iquique,  Toeapilla,  An¬ 
tofagasta,  Taltal,  Caldera,  Co¬ 
quimbo,  Valparaiso. 

31  6 

15  9 

63 

10 

Wharf— national  or  municipal- 
duties,  etc. 


8s.  per  100  packs  or  less  as  consular 
duty;  5s.  per  ton  for  taxes,  etc.;  6d. 
per  ton  Colon  wharf  duty;  min.  6d. 
per  invoice;  3s.  per  series  of  invoices 
stamp  duty. 

5s.  per  series  of  invo  ces  as  consular 
duty;  6d.  per  freight  ton  as  Colon 
wharf  duty;  min.  6d.  per  invoice. 

6d.  per  freight  ton  Colon  wharf  duty; 
min.  6d.  per  invoice;  2s.  6d.  per 
freight  ton  municipal  duty;  20  per 
cent  of  consular  duty  for  legalizing 
invoices;  min.  mark  1  per  invoice 
(as  consular  duty). 

20  per  cent  of  the  consular  duty  for 
legalizing  invoices;  min.  mark  i  per 
invoice  (as  consular  duty);  6d.  per 
freight  ton  as  Colon  wharf  duty; 
min.  6d.  per  invoice. 

Cd.  per  freight  ton  Colon  wharf  duty; 
min.  6d.  per  invoice. 

2s.  per  series  of  invoices  as  consular 
duty.  Arica,  nothing. 

6d.  per  freight  ton  Colon  wharf  duty; 
min.  6d.  t>er  invoice. 


a  Contrary  to  the  general  classification,  the  following  goods  belong  to  class  4:  Buenaventura, 
Tumaco,  Esmeraldas,  Bahia,  and  Manta:  Bricks,  cement,  coal,  coke,  salt  (in  bags),  soda  (ash,  caustic, 
hyposulphate,  and  silicate),  wheels  without  axles. 

Callao,  Iquique,  Antofagasta,  Taltal,  Coquimbo,  and  Valparaiso:  Bags,  bagging  (jute),  bricks,  buck¬ 
ets,  cement,  coke  (50  tons  and  over),  corks,  deals,  demijohns  (empty),  earthenware,  glass  (hollow), 
glass  bottles,  lamp  glasses,  paper  (common  and  packing),  sacks  (old  and  new),  salt,  shovels,  straw 
envelopes,  sugar  (in  bags  or  barrels),  threshers,  wire  (barbed  and  black  varnished),  safety  matches. 
b  Extra  rates  for  Panama.  Additional  to  taxes  named  above. 

Beans,  onions,  peas,  potatoes,  soap . 41s.  8d.  weight  ton. 

Beer,  in  cases  and  barrels,  candles,  sugar,  refined . 41s.  8d.  measured  ton. 

Flour,  rice,  less  than  10-ton  lots . 41s.  8d.  weight  ton. 

Flour,  10-ton  lots  and  upwards  ...’. . 32s.  8d.  weight  ton. 

Rice,  10- ton  lots  and  upwards . 35s.  weight  ton. 

Boots,  shoes,  lampblack  . 83s.  4d.  measured  ton. 


Bricks  (common  building)  . ..35s. 

Cement,  pitch,  resin,  tar . 28s. 

Fish,  dried  arid  salt,  hams . v . 50s. 

Petroleum,  refined . 66s. 

Gunpowder,  in  approved  packs . 

c  Or  24  per  cent, 
d  Ten-ton  lots,  55  shillings. 

Parcels:  The  entire  west  shore — 7s.  6d.  for  every  cubic  foot  or  part  of  it. 
Alterations  without  publication  reserved. 

S.  Doc.  244,  59-1 - 36 


weight  ton. 
weight  ton. 
measured  ton. 
8d.  measured  ton. 
3d.  per  pound,  net. 


5i32 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  60. — Freight  rates  for  the  Pacific  ports,  sailing  from  Havre,  St..  Nazaire,  Bor¬ 
deaux,  Marseille,  and  Santander,  in  connection  with  the  Panama  Railroad  Company, 
Colon-Panama ;  the  Pacific  Mail  Steamship  Company,  Panama-San  Francisco;  Cam¬ 
pania  Sud- Americana  de  Vapores  and  Pacific  Steam  Navigation  Company,  Panama- 
I  Valparaiso. 

[Freight  rates,  corrected  for  Panama-San  Francisco.  French  General  Trans-Atlantic  Packet  Steam¬ 
ship  Company.  April  1,  1905.] 

[All  values  in  francs.] 


• 

Dates  of  sailing. 

To  be  paid  by  francs  per  ton  of 
40  cubic  feet,  per  1,000  kilos  or 
ad  valorem,  at  the  option  of 
the  company;  pieces  exceed¬ 
ing  1.000  kilos  or  of  great  vol¬ 
ume,  the  rate  to  be  agreed 
upon  prior  to  shipment. 

Coin,  per  cent. 

Precious  stones  and  jewelry, 
per  cent. 

_ . _ _ 

Minimum  for  invoices. 

1 _ 

:  Insurance, 
minimum, 

1  franc. 

Merchandise,  per 
cent.a 

Coin,  per  cent. 

Class 

1. 

Class 

2. 

Class 

3. 

Class 

4. 

Class  4, 
per  10 
tons 
and  for 
every 
in¬ 
voice. 

From  St.  Nazaire,9th;  Havre,  22d; 

Bordeaux,  26th;  Marseille,  8th, 

Without  any  primage. 

to — 

Panama  & . 

c  155 

130 

120 

80 

75.  00 

H 

b 

37. 50 

0? 

01 

South  Pacific \d  Buenaventura, 

With 

10  per  cent 

pri- 

Tumaco  (Col.) ,  Esmond  das,  e 

mage. 

Class  5. 

Bahia, e  Manta e  (Ecuador).. 

/ 190 

95 

75 

70 

67. 50 

l# 

91 

53. 00 

1 

I 

Puerto  Bolivar,  Guayaquil 

(Ecuador) . 

/ 190 

75 

60 

50 

45. 00 

U 

2* 

53.  00 

1 

Payta,  Eteh  (Peru),  Pacas- 

mavo,  Salaverry . 

/ 130 

75 

70 

60 

45. 00 

b 

91 

53. 00 

1 

1 

Callao, 9  Pisco,  Mollendo,  Ilo, 

Arica . 

/ 130 

75 

65 

50 

40.00 

l* 

53. 00 

1 

i 

Pisagua,  Iquique,  Tocapilla 

(Ch.),  Antofagasta,/*  Taltal 

(Ch.),  Caldera,  Carrizal,  Bajo 

(Ch.),  Coquimbo,  Valparaiso 

(Ch.) . 

/ 130 

65 

55 

45 

40.00 

U 

21 

53.00 

1 

1 

Samples  and  small  parcels  not  exceeding  100  francs  of  value,  12.50  francs  per  cubic  foot. 

«  Precious  stones  and  jewelry:  Rates  of  merchandise  less  20  per  cent. 

&  Wharf  taxes  and  duties,  7  francs  per  ton:  minimum,  7  francs.  Stamp  duty,  5  francs  per  series  of 
invoices. 

c  Or  2  per  cent. 

d Every  port  except  Panama:  Colon,  wharf  duty,  1  franc  per  ton;  minimum,  1  franc. 

e  Municipal  taxes,  4  francs  per  ton. 

f  Or  2i  per  cent.  • 

a  Opium  maybe  imported  into  Peru  by  the  port  of  Callao  only.  The  same  is  the  fact  with  war 
material,  ammunitions  of  all  kinds  and  military  equipment  requiring  an  authorization  from  the 
Peruvian  Government. 

feTo  be  indicated  on  the  invoices  if  the  goods  are  for  the  Chilean  territory  or  in  transit  for  Bolivia. 

Consular  manifests:  The  cost  of  the  vis6  of  the  consular  manifest  will  be  at  the  sender’s  expense, 
independently  of  that  of  the  consular  invoices  for  all  the  ports  submitted  to  the  consular  formalities, 
whether  at  the  “pro  rata”  of  the  charges,  whether  by  the  application  of  taxes  fixed  by  series  of 
invoices  or  for  bills  of  lading,  at  the  option  of  the  company,  and  in  this  case  as  follows:  Panama, 
12.50  francs;  Colombia,  9  francs;  Ecuador,  20  per  cent  of  the  bills  vis6  cost;  Peru,  2  francs;  Chile  (vis6 
of  the  invoice),  5  francs. 


Table  No.  61. — Rates  of  freight  from  Hamburg,  Bremen,  and  Antwerp;  Hamburg- 
American  Line  in  connection  with  the  Panama  Railroad  Company,  the  Pacific  Mail 
Steamship  Company,  the  Pacific  Steam  Navigation  Company,  the  Compaflia  Sud- 
•  Americana  de  Vapores,  or  any  other  steamer  line. 

[Alterations  since  the  preceding  edition  are  italicized.] 

[Edition  No.  17.  1st  November ,  1902,] 

Rates  of  freight  for  goods  from  Hamburg,  Bremen,  and  Antwerp  via  Colon  to  ports 
on  the  west  coast  of  America.  Rates  from  Grimsby  and  Havre  as  per  special  tariff 
of  the  company’s  agencies.  All  freight  rates  are  “in  full,”  no  primage  being 
charged.  All  freights  must  be  prepaid  on  delivery  of  the  bills  of  lading  and  will  not 
be  returned,  ship  or  goods  lost  or  not  lost  at  any  stage  of  the  entire  transit.  All 
packages  must  be  strongly  packed,  distinctly  marked  and  numbered,  and  the  port 
of  destination  must  be  plainly  marked  on  the  same.  Charges  taken  forward  on  bill 
of  lading  will  not  be  admitted.  No  bills  of  lading  will  be  signed  except  such  as  are 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


563 


made  out  on  the  company’s  forms.  Goods  of  an  inflammable  or  otherwise  danger¬ 
ous  or  damaging  nature,  arms  and  war  material,  also  heavy  and  voluminous  pack¬ 
ages  and  rails  are  admissible  only  upon  special  agreement. 


Class  1. 


Class  2. 


Class  3. 


Class  4. 


To— 


Panama^ . . 

Central  America: 

Punta  Arenas . 

San  Juan  del  Sur,  Corinto, 
Amapala,  La  Union,  El  Tri- 
unfo,  La  Libertad,  Acajutla, 
San  Jose  de  Guatemala, 
Champerico,  Ocos. 

West  coast  of  Mexico: 

Acapulco ,  Manzan  illo ,  San  Bias, 
Mazatlan. 

San  Benito,  Tonala,  Salina 

Cruz,  Puerto  Angel . 

California:  San  Francisco . 

Victoria  . 

Vancouver  . 

Honolulu . 

South  Pacific: 

Buenaventura,  «  Tumaco,  « 

Esmeraldas.  a 

Bahia  a  (Caraques),  Manta  a... 

Puerto  Bolivar,  Guayaquil _ 

Payta,  Pimentel,  a  Eten,  Pa- 
casmayo,  Salaverry. 

Callao,  Pisco,  Mollendo,  Jlo, 
Arica. 

Pisagua,  Iquique,  Antofa¬ 
gasta,  Taltal,  Caldera. 

Carrizal  Bajo,  Coquimbo,  Val¬ 
paraiso. 


Per  ton  weight  of  1,000  kilos  or 
per  ton  of  40#cubic  feet  English 
measurement  at  company’s 
option.  Sugar  and  rice  in 
bags  and  cement  in  barrels, 
per  ton  weight. 

All  goods  of  a  value  of  £200  and 
above  per  freight  ton  will  be 
charged  as  class  No.  1,  except 
those  paying  freight  ad  valo¬ 
rem  and  exceptional  goods. 


s. 

8. 

s. 

t*  120 

100 

90 

60 

c  120 

85 

75 

60 

c  150 

85 

75 

60 

(*) 

(e) 

<«) 

*•150 

75 

60 

/  55 

c  150 

60 

50 

/  40 

o  150 

60 

50 

45 

clOO 

50 

45 

40 

clOO 

45 

40 

40 

If  shipped  on 
one  bill  of 
lading  in 
lots  of — 


s 

55j 
1 45 


*?45 


02 

O  G 
O 


zn 

& 

tO 


0Q  ^ 

•G 

O 

o  S'® 

■p  O  co 

5^0 

° 

O 

P-P  L 

o>  d  d 


Specie,  bullion, 
jewelry,  and 
valuables  on 
value. 


Per  cent. 

* 


U 


Specie. 


Jew¬ 

elry. 


1* 

plus 
2s.  6d. 

per 

cubic 

foot. 


Minimum  charge  for  freight:  Panama  21s.,  all  other  ports  31s.  6d.  per  bill  of  lading. 


a  Additional  charges. 

All  ports:  6d.  per  freight  ton  for  wharfage  at  Colon;  minimum  charge  6d.,  per  bill  of  lading. 
Panama,  Buenaventura,  Tumaco:  6s.  6d.  per  1,000  kilos  for  tonnage  tax. 

Esmeraldas,  Bahia  (Caraques),  and  Manta:  2s.  6d.  per  ton  for  municipal  tax. 

Pimentel:  5s.  per  ton  for  transshipping  on  lots  of  less  than  10  tons,  per  bill  of  lading;  nothing  to  be 
collected  for  minimum  bills  of  lading. 

Ecuadorian  ports:  1  per  cent  of  the  value  of  the  shipments;  minimum  M  1,  per  bill  of  lading  for 
consular  visO. 

Colombian  ports  (except  Panama  10s.) :  4s.  per  set  of  bills  of  lading  for  consular  vise. 

Mexican  and  Peruvian  ports:  2s.  per  set  of  bills  of  lading  for  consular  visO. 

Pieces  and  packages  over  2  tons  weight: 

Over  2  tons  up  to  4  tons  rate  and  a  half. 

Over  4  tons  up  to  6  tons  double  rate. 

Over  6  tons  special  arrangement. 

Rates  and  classification  of  the  goods  subject  to  change  without  notice. 

5  Or  2  per  cent  on  value,  at  ship’s  option. 
c  Or  2£  per  cent  on  value,  at  ship’s  option. 

d  Five  ton  lots  of  iron  and  steel:  Fish  plates,  hoops,  pigs,  plates,  rails,  sheets,  and  besides  pig  lead 
and  salt  in  bags  for  Central  America  and  Mexico  40s.  per  ton. 
eSee  special  tariff. 

/Iron  or  steel:  Axles,  bar,  fish  plates,  hoop,  plates,  rails,  sheets,  wheels  (without  axles)  for  Buena¬ 
ventura,  Tumaco,  Esmeraldas,  a  Bahia, «  and  Manta  a  52s.  6d.  and  for  Guayaquil  35s.  per  ton  weight. 


Parcels. 

, 

Half  mibic 
foot. 

Up  to  1  cu¬ 
bic  foot. 

Each  addi¬ 
tional  cu¬ 
bic  foot 
or  part 
thereof. 

Panama,  South  Pacific,  Central  America,  North  Pacific . 

s.  d. 

7  6 

s.  d. 
7  6 

For  shipments  on  through  bill  of  lading  from  Amsterdam  and  Rotterdam  (via  Hamburg  or  Havre) 
7  shillings  and  6  pence  sterling  per  ton  will  be  added  to  the  tariff  rates. 


564 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  62. — Freight  rates  per  ton — March  11,  1905. 


Panama  Steamship  Company,  New  York  to  Colon:  Per  ton. 

First  class .  $20.  00 

Second  class . 10.00 

Third  class .  8.00 

Fourth  class .  6.  00 

Fifth  class  (I.  C.  C.) . \ .  5.00 

Panama  Railroad  Company,  Colon  to  Panama: 

First  class .  15.  00 

Second  class .  13.  00 

Third  class .  10.  00 

Fourth  class .  7.  00 

Fifth  class .  5.  00 

Pacific  Mail  Steamship  Company,  San  Francisco  to  Panama: 

Freight .  8.  00 

Royal  Mail  Steamship  Company,  Liverpool  to  Colon  (shillings): 

Dangerous .  80 

First  class .  60 

Second  class  (fine) . .  35 

Third  class  (coarse) .  35 

Fourth  class  (rough) .  25 


With  6d.  per  ton  added  for  wharfage  and  5s.  per  ton  for  lighterage  dues. 
Note. — Light  articles  are  measured  and  40  cubic  feet  charged  as  1  ton. 

CARGO  EAST  BOUND. 


[£1  =  $4.84.] 


Between  San  Francisco  and  New 

York . 

Between  San  Francisco  and  Ca¬ 
ribbean  ports . 

Between  Mexico  and  Central 
America  and  Caribbean  ports  . . 
Between  San  Francisco  and  Eu¬ 
rope,  100  s . 

Between  San  Francisco  and  Eu¬ 
rope,  90  s . 

Between  San  Francisco  and  Eu¬ 
rope,  75  s . 

Between  San  Francisco  and  Eu¬ 
rope,  65  s . 

Between  San  Francisco  and  Eu¬ 
rope,  60  s . 

Between  Mexico  and  New  York.. 
Between  Mexico  and  Europe, 

120  s... . 

Between  Central  America  and 

New  York,  $30 . 

Between  Central  America  and 

New  York,  $35 . 

Between  Central  America  and 

Europe,  115  s . 

Coffee: 

From  Mexico  and  Central 

America  to  New  York . 

Indigo: 

From  Mexico  to  New  York  . . . 

From  Central  America  to  New 
York . 


[ 

Average  rate. 

Pacific  Mail 
Steamship  Co. 

Panama  Bail- 
road  Co. 

Atlantic  Line. 

Quan¬ 

tity. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Lbs. 

j  2, 000 

$11. 00 

50' 

$5. 50 

17* 

$1. 921 

32* 

$3. 57* 

2, 000 

15.00 

/ 

45 

6. 75 

25 

3. 75 

30 

4.50 

■  2,240 

a  18.871 

40| 

7. 67 

24* 

4.60 

35 

6. 60* 

2,000 

40.00 

40 

16.00 

20 

8.00 

40 

16.00 

2,240 

29.04 

37.5 

10.89 

26 

7. 26 

37.5 

10.89 

2,000 

*>32. 50 

40 

13.00 

20 

6.  50 

40 

13.00 

2, 240 

27.83 

35 

9. 74 

to 

CO 

“1- 

6.49 

41* 

11.60 

2,000 

14. 00 

40.0 

5. 60 

20.0 

2.80 

40.0 

5. 60 

2,000 

50.00 

40.0 

20.00 

20.0 

10.00 

40.0 

20.00 

2,000 

40.00 

40.0 

16.00 

20.0 

8.00 

40.0 

16.00 

a  Average  78  shillings. 
b  Average. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


5*65 


Table  No.  62. — Freight  rates  per  ton — March  11,  1905 — Continued. 


Average  rate. 

Pacific  Mail 
Steamship  Co. 

Panama  Rail¬ 
road  Co. 

Atlantic  Line. 

Quan¬ 

tity. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Coffee: 

From  Mexico  to  Europe,  70  s. . 

Lbs. 

2,204 

2,204 

$16. 94 

37.5 

$6. 355 

25.0 

$4,235 

37.5 

$6.35 

From  Mexico  to  Europe,  95  s. . 

22.99 

37.5 

8. 625 

25.0 

5. 745 

37.5 

8.  62 

From  Central  America  to  Eu¬ 
rope,  65  s . 

2,204 

15. 73 

35.0 

5. 505 

23y 

3. 67 

41f 

6.555 

From  Central  America  to  Eu¬ 
rope,  90  s . 

2, 204 

21.78 

35.0 

7.625 

23| 

5. 08 

41! 

9. 075 

Puntarenas  to  Europe,  60  s. . . . 

2,204 

14.52 

35.0 

5. 08 

23! 

3.39 

41! 

6.05 

Puntarenas  to  Europe,  80  s. . . . 

2,204 

19.36 

35.0 

6.  77 

23! 

4.52 

41! 

8.07 

Indigo: 

From  Mexico  to  Europe,  175  s. 

2,240 

42.  35 

37.5 

15.  88 

25.0 

10.  59 

37.5 

15. 88 

From  Central  America  to  Eu¬ 
rope,  165  s . 

2, 240 

39.93 

35.0 

13.  97 

23! 

9.32 

41! 

16. 64 

Coffee: 

Mexico  and  Central  America 
to  New  Orleans . 

2,000 

14.00 

45.0 

6.30 

25.0 

3.50 

30.0 

4.20 

From  Puntarenas  to  New  Or¬ 
leans  . 

2,000 

10. 00 

45.0 

4.50 

25.0 

2.50 

30.0 

3.00 

N.  B.— From  above  Pacific  Mail  Steamship  Company’s  proportion  deduct  80  cents  for  wharfage  and 
10  cents  for  cranage  at  La  Boca. 


APPROXIMATE  RATES  ON  CARGO  WESTBOUND. 


Average  rate. 

Pacific  Mail 
Steamship  Co. 

Panama  R.  R. 
Co. 

Atlantic  Line. 

Quan¬ 

tity. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

From  New  York  to  Central  Amer¬ 
ica  . 

Lbs. 

2,000 

$15. 00 

40.0 

$6.00 

20.0 

$3. 00 

40.0 

$6.  00 

From  New  York  to  Mexico . 

2,000 

16. 80 

40.0 

6.72 

20.0 

3.36 

40.0 

6.72 

From  New  York  to  San  Francisco. 

2, 000 

12.00 

50.0 

6.00 

17.5 

2. 10 

32.5 

3.90 

From  Europe  to  Central  America. 

2,240 

19. 70 

35.0 

6.  90 

23! 

4.60 

41! 

8.20 

From  Europe  to  Mexico . 

2,240 

27.  57 

37.5 

10.  34 

25.0 

6.89 

37.5 

10.34 

From  Europe  to  San  Francisco 
via  Royal  Mail  Steam  Packet 
Co.,  66s.  8d . 

2,240 

16. 13 

40| 

6.  55 

24f 

4.03 

35.0 

5.64 

From  Europe  to  San  Francisco 
via  Levi  and  Line . 

2,240 

21.70 

40| 

8. 81 

24| 

5. 29 

35.0 

7.  60 

N.  B.— From  above  Pacific  Mail  Steamship  Company’s  proportion  deduct  80  cents  for  wharfage  and 
10  cents  for  cranage  at  La  Boca. 


LIST  OF  APPROXIMATE  RATES  ON  FREIGHT. 

Forwarded  from  Panama  to  Central  America,  Mexico,  and  San  Francisco: 

From —  Per  ton. 

New  York  to  Central  America .  $6.  50 

New  York  to  Mexico .  7.  00 

New  York  to  San  Francisco . 6.  00 

From  Europe  via  Royal  Mail  Steam  Packet  Company — 

Central  America .  6.  50 

Mexico .  7.  50 

San  Francisco .  10.  00 

From  Europe  via  Hamburg- American  Line,  Leyland  Line,  Harrison  Line, 
Compagnie  Transatlantique,  Companfa  Transatldntica  de  Barcelona,  Le 
Veloce  Line,  Austro- American  Line — 

Central  America .  5.50 

Mexico .  6.  00 

San  Francisco .  9.  00 

Specie:  All  lines,  f  per  cent. 

Parcels:  All  lines,  $1  per  cubic  foot;  each  additional  foot,  50  cents  per  cubic  foot. 
Approved : 

H.  E.  A.  Carlton,  Auditor . 


566 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  63. — Freight  rates  from  Nevj  York  to  San  Francisco  by  American  and  Canadian 

transcontinental  rail  routes,  1870  to  1904 ,  inclusive. 

[Per  100  pounds.] 


Yearly  average  rates. 


Years. 

Regardless  of  quantity. 

Less  than  carloads. 

Dry 

goods 

Cotton 

piece 

goods. 

Drugs. 

Hard¬ 

ware. 

Stoves. 

Glass¬ 

ware. 

Starch. 

Crockery 

and 

earthen¬ 

ware. 

Nails. 

1870  to  1873  .  . 

$5.74 
5. 79 

U.  86 
5. 08 

$3.  71 
2. 95 

$5. 74 
4.32 

$3. 71 
2. 74 

1874  to  1878  . 

$2.84 

$2.84 

$2. 37 

$1.42 

1879 . 

6. 00 

5. 50 

3.00 

3.00 

2. 00 

2. 50 

1.50 

2.50 

1.50 

1880 . 

6.00 

5.00 

4. 00 

4. 00 

2. 00 

2.50 

1.50 

2.50 

1.50 

1881 . 

6.00 

5. 00 

4.00 

4.00 

2. 00 

2.50 

1.50 

2.50 

1.50 

1882 . 

6. 00 

5. 00 

4.  00 

4.  00 

2.00 

2.50 

1.50 

2.50 

1.50 

1883 . 

6.00 

5.00 

4. 00 

4. 00 

2.00 

2.50 

1.50 

2.50 

1.50 

Average  5  years  .... 

6. 00 

5. 10 

3. 80 

3.  80 

2. 00 

2.  50 

1.50 

2.50 

1.50 

1884 . 

6.00 

5.00 

4.00 

4.  00 

2. 00 

2.  50 

1.50 

2.50 

1.50 

1885 . 

5. 00 

2.  50 

3.00 

2.  50 

2.50 

1.50 

1.25 

1.50 

1.25 

1886 . 

5.00 

2.50 

3. 00 

2.50 

2. 50 

1.50 

1.25 

1.50 

1.25 

1887 . 

3.  64 

1.82 

2. 32 

1.82 

1.82 

1.23 

1.15 

1.23 

1. 15 

1888 . 

3. 82 

1.75 

2.58 

1.75 

1.81 

1.35 

1.25 

1.30 

1.25 

Average  5  years  .... 

4.  69 

2. 71 

2.98 

2. 51 

2.13 

1.62 

1.28 

1.61 

1.28 

1889 . 

4.20 

2.15 

3.30 

2. 15 

2. 00 

1.50 

1.70 

1.70 

1.70 

1890 . 

4.20 

2. 15 

3.30 

2. 15 

2.00 

1.50 

1.70 

1.70 

1.70 

1891 . 

4.20 

2. 34 

3.64 

2.34 

2.00 

1.64 

1.84 

1.84 

1.84 

1892 . 

4.20 

2. 35 

3.  65 

2.35 

2.00 

1.65 

1.85 

1.85 

1.85 

1893 . 

3.  97 

2. 25 

3. 63 

2. 30 

2.84 

1.31 

1.82 

1.71 

1.78 

Average  5  years  .... 

4. 15 

2. 25 

3.50 

2.26 

2. 19 

1.52 

1.38 

1.76 

1.77 

1894 . 

3.90 

1.74 

2. 79 

1.86 

2. 67 

1.47 

1.60 

1.49 

1.53 

1895 . 

3. 90 

1.33 

1.80 

1.41 

2.11 

1.52 

1.29 

1.29 

1.29 

1896 . 

2. 95 

1.25 

1.26 

1.01 

2.11 

1.04 

1.01 

1.30 

1.01 

1897 . 

2.  29 

1.25 

1.25 

1.00 

2.11 

1.00 

1.00 

1.30 

1.00 

1898 . 

2.  05 

1.25 

1.48 

1.25 

2.10 

1.25 

1.25 

1.30 

1.13 

Average  5  years  .... 

3.02 

1.36 

1.72 

1. 31 

2.22 

1.26 

1.23 

1.54 

1.19 

1899 . 

2.60 

1.50 

1.70 

1.50 

2.  20 

1.50 

1.50 

1.30 

1.25 

1900 . 

2.  60 

1.50 

1.70 

1.50 

2.20 

1.50 

1.50 

1.30 

1. 25 

1901 . 

2. 60 

1.50 

1.70 

1.50 

2. 20 

1.50 

1.50 

1.30 

1.25 

1902 . 

2.60 

(«) 

(b) 

1.63 

2.20 

1.50 

1.50 

1.30 

1. 25 

1903 . 

2.  60 

(a) 

(b) 

1.75 

2. 20 

1.50 

1.50 

1.30 

1.25 

Average  5  years  .... 

2.60 

1.58 

2.  20 

1.50 

1.50 

1.30 

1. 25 

1904 . 

2.  60 

(a) 

(b) 

1.75 

2.20 

1.60 

1.50 

1.30 

1.25 

o  On  April  1,  1902.  a  rate  on  cotton  piece  goods  of  $1.50  per  100  pounds,  L.  C.  L.,  became  effective; 
and  on  July  1,  1903,  a  carload  rate  of  $1  per  100  pounds  was  also  published. 

&On  April  1,  1902,  the  rates  on  drugs  became  $1.70  in  less  than  carload  lots  and  $1.25  in  carload  lots. 
On  January  18,  1901,  these  rates  were  increased  to  $1.90  and  $1.40,  respectively. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


567 


Table  No.  63. — Freight  rates  from  New  York  to  San  Francisco  hy  American  and  Canadian 
transcontinental  rail  routes ,  1870  to  1904 ,  inclusive — Continued. 


Yearly  average  rates. 


Carloads. 


1870 

1874 

1879 

1880 
1881 
1882 
1883 


1884 

1885 

1886 

1887 

1888 


1889 

1890 

1891 

1892 

1893 


1894 

1895 

1896 

1897 

1898 


1899 

1900 

1901 

1902 

1903 


Years. 

% 

Stoves. 

Glass¬ 

ware. 

Starch. 

Crockery 

and 

earthen¬ 

ware. 

•  Nails. 

Agricul¬ 
tural  im¬ 
plements. 

to  1873 . 

$3. 71 
2. 95 

$5.  74 
4.32 

$3.71 

2.74 

$3. 53 
3.06 

to  1878 _ 

$2. 34 

$1.42 

2.00 

2.50 

1.  50 

2.50 

1.50 

2.50 

2.00 

2.50 

1.50 

2.50 

1.50 

2.50 

2.00 

2.50 

1.50 

2.50 

1.50 

2.50 

2. 00 

2.50 

1.50 

2.  50 

1.50 

2.50 

2.00 

2.50 

1.50 

2. 50 

1.50 

2.50 

Average  5  years . 

2.00 

2.50 

1.50 

2. 50 

1.50 

2.50 

2.00 

2.50 

1.50 

2.50 

1.50 

2.50 

1.25 

1.50 

1.25 

1.50 

1.25 

1.75 

1.25 

1.50 

1. 25 

1.50 

1. 25 

1.75 

1.08 

1.23 

1.08 

1.23 

1.08 

1.37 

1.73 

1.35 

1.05 

1.13 

1.05 

1.23 

Average  5  years . 

1.46 

1.62 

1.25 

1.57 

1.25 

1.72 

1.20 

1.50 

1.20 

1.20 

1.70 

1.30 

1.20 

1.50 

1.20 

1.20 

1.70 

1.30 

1.49 

1.64 

1.30 

1.20 

1.84 

1.44 

1.50 

1.65 

1.30 

1.20 

1. 85 

1.45 

1.51 

1.60 

1.27 

1.12 

1.75 

1.42 

Average  5  vears . 

1.38 

1.58 

1.25 

1.18 

1.77 

1.38 

1.46 

1.45 

1.29 

1.18 

1.17 

1.41 

1.35 

1.26 

1.21 

1.10 

.55 

1.41 

1.11 

.86 

1.01 

.95 

.  75 

1. 16 

1.10 

.85 

1.00 

.95 

.75 

1. 15 

1.18 

.93 

1.00 

.95 

.75 

1.15 

Average  5  vears . 

1.24 

1.07 

1.10 

1.03 

.79 

1.26 

1.25 

1.00 

1.00 

.95 

.75 

1.15 

1.25 

1.00 

1.00 

.95 

.75 

1.15 
1.15 
1. 15 

1.25 

1.00 

1.00 

.95 

.75 

1. 18 

1.00 

1.00 

.95 

.75 

1.15 

1.00 

1.00 

.95 

.75 

1.15 

Average  5  vears . 

1.22 

1.00 

1.00 

.95 

.75 

1.15 

1.34 

1.09 

1.00 

.95 

_ 

80 

1.24 

1904 


5(58 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  63 A. — Comparison  of  rates  from  New  York  to  San  Francisco ,  as  charged  by 
the  transcontinental  routes ,  the  Panama  route ,  and  the  all-water  route  of  the  American 
and  Hawaiian  Steamship  Company. 

[Per  100  pounds.] 


Articles. 

Rates. 

Via  American  trans¬ 
continental  routes, 
Canadian  transcon¬ 
tinental  routes,  Gulf 
transcontinental 
routes. 

Via  Panama  route. 

Via  American  and 
Hawaiian  Steam¬ 
ship  Co.  all  -  water 
route. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

Alum . 

$ 1. 25 

SO.  75 

SO.  87 

SO.  60 

SO.  85 

SO.  55 

Asbestos . 

1.50 

1.00 

1.05 

.80 

.90 

.70 

Axle  grease . 

.85 

.68 

.70 

.  50 

Babbit  metal  . 

1.50 

1.00 

1.05 

.80 

.65 

.  50 

Baskets . 

3. 00 

1.00 

2.10 

.80 

2.25 

2.  25 

Blacking . 

1.  60 

1.10 

1.12 

.88 

.85 

.  75 

Boiler,  range . 

1.35 

1.08 

1.10 

.95 

Books . 

2.00 

1.40 

1.40 

1.12 

1.90 

1.00 

Brass  goods . 

1.75 

1.35 

1.22 

1.08 

.90 

/75 

Candles . 

1.50 

1.00 

1.05 

.80 

.80 

.60 

Canned  goods . 

1.50 

.95 

1.05 

.76 

.65 

.60 

Carpet  lining . 

1.75 

1.00 

1.22 

.80 

.85 

.75 

Bicarbonate  of  soda . 

1.60 

1.10 

1.12 

.88 

1.00 

.70 

Caustic  soda . 

1.00 

.75 

.70 

.60 

.70 

.40 

Clothes  wringers . 

1.75 

1.25 

1.22 

1.00 

.85 

.70 

Earthenware . 

1.30 

1.00 

.91 

.80 

1.25 

1.00 

Glassware,  heavy . 

1.60 

1.10 

1.12 

.88 

.90 

.70 

Glucose  . 

.85 

.68 

1.00 

.60 

Iron,  bar . 

1.25 

.75 

.87 

.60 

.45 

Safes,  iron . 

2. 00 

1.75 

1.40 

1.40 

1.80 

Nails . 

1.25 

.80 

.87 

.64 

a .  70 

a .  50 

Paper,  printing . 

1.10 

.75 

.77 

.60 

.85 

.65 

Pipe,  wrought . 

1.25 

.70 

.87 

.56 

.  65 

.45 

Wire . 

1.25 

.80 

.87 

.64 

.80 

.60 

Wire,  barbed  . 

1.25 

.80 

.87 

.64 

.  75 

.60 

a  Per  keg,  106  pounds. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


569 


Table  No.  63B. — Comparison  of  through  freight  rates  from  New  York  and  common  sea¬ 
board  points  to  North  Pacific  coast  points  via  transcontinental  all-rail  and  rail-and-lake 
routes  and  via  the  Panama  route. 

[Per  100  pounds.] 


Rates. 


Classes  and  articles. 

Via  American  trans¬ 
continental  routes, 
Canadian  transcon¬ 
tinental  routes. 

Via  rail-and-lake  and 
transcontinental 
routes. 

Via  Panama  route. 

L.  C.  L. 

C.L. 

L.C.L. 

C.L. 

L.  C.  L. 

C.L, 

First  class . 

S3. 00 

$2.  75 

SI.  80 

Second  class . 

2.  60 

2. 38 

1.50 

Third  class . 

2.20 

2.00 

1.30 

Fourth  class . 

1.90 

1.  73 

1.15 

Fifth  class . 

1.65 

1. 50 

1.05 

A . 

1.60 

. 

1 . 45 

1.05 

B . 

1.25 

1.14 

.85 

C . 

1.00 

.91 

.80 

D . 

1.00 

.91 

.80 

E . 

.95 

.  86 

.70 

Drv  goods . 

3.00 

2.75 

Cotton  piece  goods . 

1.50 

Si.  00 

1.36 

SO.  91 

1.05 

SO.  80 

Drugs . 

1.90 

1.40 

1.73 

1.27 

1.33 

1.12 

Hardware . 

1.60 

1.25 

1.45 

1.14 

1.12 

1.00 

Glassware . 

1.60 

1.10 

1.45 

1.00 

1.12 

.88 

Starch . 

1.  50 

1.00 

1.36 

.91 

1.05 

.80 

Nails . 

1.25 

.80 

1.14 

.74 

.87 

.64 

Axle  grease . 

.85 

.78 

.68 

Babbit  metal . 

1.50 

1.00 

1.36 

.91 

1. 05 

.80 

Blacking . 

1.60 

1.00 

1.45 

.91 

1. 12 

.80 

Books . 

1.75 

1. 25 

1.59 

1.14 

1.22 

1.00 

Brass  goods . 

1.  75 

1.35 

1.59 

1.23 

1. 22 

1.08 

Candles . 

1.50 

1.00 

1.36 

.91 

1.05 

.80 

Canned  goods . 

1.50 

1.00 

1.36 

.91 

1.05 

.80 

Bicarbonate  of  soda . 

1.60 

1.10 

1.45 

1.00 

1.12 

.88 

Caustic  soda . 

1.00 

.  75 

.91 

.70 

.70 

.60 

Earthenware . 

1.30 

1.00 

1.18 

.91 

.91 

.80 

Iron: 

Bar . 

1.25 

.  75 

1.14 

.70 

.87 

.60 

Structural . 

1.00 

.91 

.80 

Pipe,  wrought . 

1.25 

.65 

1.14 

.65 

.87 

.52 

Wire . 

1.65 

1.10 

1.50 

1.00 

1.15 

.88 

Wire,  barbed . 

1.25 

.80 

1.36 

.91 

.87 

.64 

570 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  04. — Freight  rates  from  San  Francisco  to  Xew  York  by  American  and 
Canadian  trans-continental  rail  routes ,  1870  to  1904 ,  inclusive. 

[Per  100  pounds.] 


Years. 


1870  to  1873 . 

1874  to  1878 . 

1879  . 

1880  . 

1881 . 

1882  . 

1883  . 

Average  5  years 

1884  . . 

1885  . 

1886  . 

1887  . 

1888  . 

Average  5  years 

1889  . 

1890  . 

1891  . 

1892  . 

1893  . 

Average  5  years 

1894  . 

1895  . 

1896  . 

1897  . 

1898  . 

Average  5  years 

1899  . 

1900  . 

1901  . 

1902  . 

1903  . 


Average  5  years 


Yearly  average  rates. 


Less  than  carloads. 


Canned 

goods. 

Fruits, 

dried. 

Nuts. 

Raisins. 

Wine,  in 
wood. 

Hops. 

$3.  71 

S3. 71 

S4.86 

S3. 71 

S4.86 

S3. 71 

3.  88 

3.88 

5. 08 

3.88 

5. 08 

3.88 

4.20 

4.20 

5.50 

4. 20 

5.50 

4. 20 

4.20 

4.20 

5. 50 

4.20 

5. 50 

4.20 

2.54 

3.13 

4.58 

3. 15 

3.19 

'  3.46 

1.50 

2.50 

4.00 

2.50 

1.75 

3.00 

1.50 

2.50 

4. 00 

2.50 

1.75 

3.00 

2.79 

3.31 

4.72 

3. 31 

3.54 

3.57 

1.50 

2. 50 

4.  00 

2. 50 

1.  75 

3.00 

1.50 

2.46 

3.92 

2.50 

1. 75 

3.00 

1.18 

1.55 

2.28 

1.91 

.84 

1.67 

1.55 

2. 25 

2.70 

2.54 

1.40 

1.80 

1.89 

1.93 

2.67 

2.06 

2. 21 

1.96 

1.52 

2.14 

3.11 

2. 10 

1.59 

2.29 

2.  30 

2. 00 

3. 00 

3.70 

3.84 

2.00 

2.30 

2.00 

3.  00 

3.  70 

2.05 

2.19 

2. 30 

2. 19 

3.66 

3. 70 

2.24 

2.20 

2.  30 

2.20 

3.70 

3.70 

2. 25 

2. 20 

2.30 

2.20 

3. 30 

3.  70 

2. 25 

2.20 

2. 30 

2. 12 

3.33 

3. 70 

2.53 

2. 16 

2.30 

2.20 

3.  30 

2.65 

2. 25 

2. 20 

2.30 

2.20 

3.30 

2. 20 

2.25 

2.20 

1.91 

2.20 

3.  30 

2.20 

2.01 

1.52 

1.90 

2. 20 

3.30 

2. 20 

2.00 

1.50 

1.90 

2.20 

3. 30 

2.20 

2.00 

1.73 

2.  06 

2.20 

3.30 

2.29 

2.10 

1.83 

1.90 

2.20 

3.30 

2.20 

2.00 

2.00 

1.90 

2.20 

3.30 

2.20 

2.00 

1.50 

1.90 

2.20 

3.  30 

2.20 

2.00 

1.50 

1.90 

2. 20 

3.  30 

2.20 

2.00 

1.88 

1.90 

2. 20 

3.30 

2. 20 

2.00 

2.00 

1.90 

2.20 

3.30 

2. 20 

2.00 

1.78 

1.90 

2.20 

3. 30 

2.20 

2.00 

2.00 

1904 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


571 


Table  No.  64. — Freight  rales  from  San  Francisco  to  New  York  by  American  and 
Canadian  trans-continental  rail  routes,  1870  to  1004,  inclusive — Continued. 


Years. 


1870  to  1873 . 

1874  to  1878 . . 

1879  . . 

1880  . 

1881 . 

1882  . 

1883  . 

Average  5  years 

1884  . 

1885  . . 

1886  . 

1887  . 

1888  . 

Average  5  years 

1889  . 

1890  . 

1891  . 

1892  . 

1893  . 

Average  5  years 

1894  . 

1895  . 

1896  . 

1897  . 

1898  . 

Average  5  years 

1899  . 

1900  . 

1901  . 

1902  . 

1903  . 


Average  5  years 


Carloads. 


Canned 

goods. 

Fruits, 

dried. 

Nuts. 

Raisins. 

Wine,  in 
wood. 

Hops. 

S3. 71 

S3. 71 

14.86 

S3.  71 

84. 86 

$3. 71 

3.88 

3.88 

5. 08 

3.88 

5.08 

3.88 

4.20 

4. 20 

5.50 

4.20 

5.50 

4.20 

4.20 

4.20 

5. 50 

4.20 

5.50 

4.20 

2.54 

2. 72 

3.34 

2.54 

3.03 

3.  46 

1.50 

1.50 

2. 00 

1.50 

1.50 

3.00 

1.50 

1.50 

2.00 

1.50 

1.50 

3.  00 

2. 79 

2.82 

3. 67 

2.79 

3. 41 

3. 57 

1.41 

1.68 

2.00 

1.50 

1.50 

3.00 

1.25 

1.96 

2.00 

1.50 

1.50 

3. 00 

1.01 

1.18 

1.54 

1.18 

.75 

1.67 

1.20 

1.60 

2. 12 

1.89 

1.26 

1.80 

1.13 

1.47 

2.31 

1.47 

1.12 

1.96 

1.20 

1.59 

1.99 

1.51 

1.23 

2.2 

1.06 

1.34 

1.60 

2. 95 

3.30 

2.  00 

1.00 

1.40 

1.60 

2.95 

1.00 

2. 19 

1.09 

1. 53 

1.74 

2. 95 

1.00 

2. 20 

1.05 

1.45 

1.  75 

2.  95 

1.00 

2.20 

1.00 

1.40 

1.75 

2.95 

1.00 

2.20 

1.04 

1.42 

1.69 

2.95 

1.46 

2.16 

1.00 

1.40 

1.75 

2.  95 

1.00 

2.20 

1.00 

1.40 

1.75 

2.95 

1.00 

2. 20 

.91 

1.01 

1.31 

1.05 

.76 

1.52 

.90 

1.00 

1.30 

1.00 

.75 

1.50 

.75 

1.00 

1.30 

1.00 

.75 

1.73 

.91 

1.16 

1.48 

1.79 

.85 

1.83 

.75 

1.00 

1.30 

1.00 

.75 

2. 00 

.75 

1.00 

1.30 

1.00 

.75 

1.50 

.75 

1.00 

1.30 

1.00 

.75 

1.50 

.75 

1.00 

1.30 

1.00 

.75 

1.88 

.  75 

1.00 

1.30 

1.00 

.75 

2. 00 

.  75 

1.00 

1.30 

1.00 

.75 

1.78 

.75 

1.00 

1.30 

1.00 

.75 

2.00 

1904 


572 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  65. — Joint  through  rates  from  interior  United  States  points ,  also  from  Pacific 
coast  ports  named  to  ports  in  China  and  Japan ,  as  in  effect  March  4,  1905 . 

[In  cents  per  100  pounds.] 


Rates. 


Commodities. 


From  interior  United 
States  points  to 
Yokohama,  Kobe, 
Nagasaki.  Shang¬ 
hai,  and  Hongkong. 


L.  C.  L. 

C.  L. 

To  Yoko¬ 
hama, 
Kob<5,  Na¬ 
gasaki, 
Moji,  and 
Hongkong. 

To  Shang¬ 
hai. 

Agricultural  implements . 

100 

Beef  and  pork,  pickled  or  mess . 

a  90 

Beer  and  malt  extract . 

70 

Boots  and  shoes . 

225 

175 

Canned  goods . 

Cotton  knit  underwear . 

150 

90 

160 

30 

32.5 

Cotton  piece  goods . 

b  175 

b  110 

Flour,  in  barrels . 

30 

32.5 

General  merchandise . 

175 

Grain,  not  otherwise  specified . 

40 

42.5 

Horseshoes  and  nails  (old) . 

25 

27.5 

Iron  or  steel,  bar  or  hoop . 

60 

c  25 

c  27. 5 

Lard . 

70 

40 

42. 5 

Liquors,  including  alcohol  and  whisky  and  New 
England  rum  not  over  30  davs  old . 

80 

Lead,  in  pigs . . . 

50 

20 

22.5 

Leather,  rolls . 

lb 

77.5 

Milk,  condensed,  malted . 

150 

lb 

Nails,  in  kegs . 

25 

27.5 

Oil,  in  barrels . 

80 

40 

47.5 

Packing-house  products  (no  fresh  meat) . 

100 

Paint,  white  lead  or  zinc,  dry  or  in  oil . 

30 

32.5 

Salt: 

In  barrels . ,, . 

30 

32.5 

In  sacks . ' . 

25 

27.5 

Soap . 

70 

25 

27.5 

Starch,  in  boxes . 

125 

Sugar:' 

In  bags . . 

30 

32.5 

In  barrels  or  boxes . 

40 

42.5 

Tobacco  (unmanufactured) . 

120 

110 

Wheat,  iri  sacks . 

25 

27.5 

Wine,  California: 

In  wood . 

30 

32.5 

In  glass . 

40 

42.5 

Wire,  iron,  plain,  galvanized  or  tinned . 

d  35 

e30 

e  32. 5 

From  Portland,  Pu^et 
Sound,  and  British 
Columbia  coast 
points — 


a  Chicago  and  defined  territories  west  only. 

b  All  points  except  New  York,  Boston,  arid  common  points  on  and  north  of  main  line  of  Norfolk 
and  Western  Railway, 
c  Rod  or  wrought  iron  only. 

d New  York,  N.  Y.  (via  Sunset-Gulf  Route  only),  and  Cleveland, 
e  Barbed  wire  in  rolls  only. 

Note. — Rates  as  published  effective  March  4.  1905,  under  joint  arrangements  of  the  transconti¬ 
nental  roads  and  eastern  carriers  and  the  steamship  lines  operating  from  Pacific  coast.  Unless  the 
rates  are  specified  as  applicable  from  particular  points  they  will  apply  from  all  points  in  Canada  and 
the  United  States. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


573 


Table  No.  66. — Ocean  freight  rates  jointly  established  by  the  Pacific  Mail  Steamship  Com¬ 
pany t,  Occidental  and  Oriental  Steamship  Company ,  and  the  Togo  Risen  Kaisha  from 
San  Francisco  to  Japan ,  Korea,  etc. 


Articles. 


Barley,  in  bags . . 

Beans  and  pease  (dried,  in  sacks) . 

Canned  goods,  viz.,  meats,  fish,  fruits,  vegetables, 
and  condensed  milk,  in  cases. 

Cement,  in  barrels . . 

Fire  clay,  brick,  terra  cotta,  sewer  pipe . 

Fish: 

Dried,  in  boxes  or  barrels,  not  otherwise  specified. 

Salted,  in  boxes  or  barrels . 

Pickled,  in  barrels . 

Iron  (rod  or  wrought,  in  bars  or  bundles) . 

Lard,  in  tierces  or  cases . 

Lead,  in  pigs . ' . . . 

Leather,  rolls  (compressed  to  18  pounds  per  cubic 
foot  or  over). 

Meats,  in  barrels . 

Merchandise,  general  (not  otherwise  specified) . 

Nails,  in  kegs . 

Oil,  in  barrels . 

Do  . 

Paint,  white  lead  or  zinc,  dry  or  in  oil . 

Pease,  dried,  in  sacks . 

Salt: 

In  sacks . . . . 

In  barrels . 

Strawboard  and  binder  board,  in  cases . 

Sugar: 

In  bags . 

In  barrels  or  boxes . 

Soap,  in  boxes .  . 

Wheat,  in  sacks . 

Wine,  California: 

In  wood .  . 

In  glass . 

Wire,  barbed,  in  rolls . 

Wool,  in  bales  (compressed  to  18  pounds  per  cubic 
foot  or  over). 


How 

taken. 

In  effect 
Julv  18, 
1901. 

In  effect  since  Mar.  20, 
1908. 

To  Yoko¬ 
hama, 
Kobe,  Na¬ 
gasaki, 
Shanghai, 
and 

Hongkong. 

To  Yoko¬ 
hama, 
KobA  Na¬ 
gasaki, 
and 

Hongkong. 

To  Shang¬ 
hai. 

Per  2,000 

$8.  00 

88. 00 

88.  50 

pounds. 

_ do _ 

8.00 

8. 00 

8.50 

_ do _ 

6.00 

6.00 

6.50 

- do - 

6.00 

6.00 

6.50 

_ do _ 

6.00 

6.50 

Per  40  cu- 

8.00 

bic  feet. 

_ do _ 

6. 50 

7.00 

Per  2.000 

6.50 

7.00 

pounds. 

6.00 

5.00 

5.50 

Per  40  cu- 

8. 00 

8.00 

8.50 

bic  feet. 

Per  2,000 

6.00 

4. 00 

4. 50 

pounds. 

_ do _ 

15. 00 

15.00 

15. 50 

Per  40  cu- 

6.00 

6.  00 

6.50 

bic  feet. 

er  2,000 

8.  00 

8.  00 

8.50 

pounds. 

_ do - 

6.00 

5. 00 

5. 50 

Per  gallon 

.04 

Per  2,000 

8.00 

8.  50 

pounds. 

_ do _ 

6.00 

6.00 

6.50 

_ do _ 

8.  00 

8.50 

_ do _ 

6.00 

5.  00 

5.50 

_ do _ 

8.  00 

6.00 

6.50 

Per  40  cu- 

6.  00 

6.50 

bic  feet. 

Per  2,000 

6.00 

6. 00 

6.50 

pounds. 

_ do _ 

a  8.  00 

8.00 

8.50 

Per  40  cu- 

6. 00 

5.  00 

5.50 

bic  feet. 

Per  2,000 

6.00 

6.00 

6.50 

pounds. 

Per  40  cu- 

6.00 

6. 00 

6.50 

bic  feet. 

_ do _ 

8. 00 

8.  00 

8.50 

_ do _ 

6.00 

6. 00 

6.  50 

Per  2,000 

15.00 

15. 00 

15. 50 

pounds. 

• 

a  Per  40  cubic  feet. 


No  bill  of  lading  signed  for  less  than  $5. 

Prepayment  of  freight  required  upon  all  shipments. 

The  companies  issuing  these  rates  will  undertake  to  furnish  through  bills  of  lading 
from  San  Francisco  to  interior  points  beyond  the  oriental  ports,  the  charges  there¬ 
under  being  computed  on  the  ocean  rates  to  the  ports  above  given  plus  the  rates 
from  such  ports  obtainable  from  time  to  time. 


574 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  67. — Joint  through  freight  rate s  from  ports  in  China  and  Japan  to  Pacific 
coast  ports  and  interior  points  in  the  United  States  and  Canada. 


From  Nagasaki,  Moji,  Kobe,  and  Yokohama. 


Commodities. 

To  interior  United  States 
points. 

To  Portland,  Puget 
Sound,  and  British  Co¬ 
lumbia  coast  ports. 

To  San  Francisco. 

As  per  tariff. 

Per  100 
pounds 

As  per  tariff. 

Per  100 
pounds 

As  per  tariff. 

Per  100 
pounds 

Beans  . 

Camphor . 

1£  cents  per 
pound. 

2  cents  per  pound 

$1.25 

2.00 

$6  per  2,000 
pounds. 

$10  per  40  cubic 
feet. 

! 

$0. 30 

$6  per  2,000 
pounds. 

$10  per  40  cubic 
feet. 

$0.30 

Cassiar . 

Chillies . 

1|  cents  per 
pound. 

1.50 

$5  per  40  cubic 
feet. 

$5  per  40  cubic 
feet. 

Cocoa  beans . 

Cotton  seed . 

Desiccated  cocoa- 

. 

lcent per  pound. 

li  cents  per 
pound. 

1.00 

$8  per  40  cubic 
feet. 

$8  per  40  cubic 
feet. 

nuts. 

Fern  balls  (dried)... 

Gambier: 

Cube . 

1.50 

. 

. 

Block . 

Ginger  (dry) . 

11  cents  per 
pound. 

1.25 

$8  per  40  cubic 
feet. 

$8  per  40  cubic 
feet. 

. 

Hats  (common'' . 

’ 

Indian  condiments.. 

Indigo . 

$15  per  40  cubic 
feet. 

$5  per  40  cubic 
feet. 

$10  per  40  cubic 
feet. 

$15  per  40  cubic 
feet. 

$5  per  40  cubic 
feet. 

$10  per  40  cubic 
feet. 

Matting  (in  rolls)... 

Menthol  (drv) . 

1£  cents  per 
pound. 

2  cents  per  pound 

. do . 

1.25 

2.  00 

Oil  (peppermint  and 
menthol). 

Opium . 

2.00 

$8  per  chest . 

. 

. 

$8  per  chest . 

. 

Paper  lanterns . 

2  cents  per  pound 

2.  00 

Pepper  (in  bags) . 

. 

Preserved  ginger. . . . 

Rice . 

11  cents  per 
pounds. 

75  cents  per  100 
pounds. 

1.25 

$8  per  40  cubic 
feet. 

$5  per  2,000 
pounds. 

... 

$8  per  40  cubic 
feet. 

$5  per  2,000 
pounds. 

.75 

.25 

.25 

Rattans . 

Rush  straw  fiber . 

1£  cents  per 
pound. 

6  cents  per  pound 

$20  per  cubic  foot 
plus  1  per  cent 
ad  valorem. 

2  cents  per  pound 

1.25 

Silk  (raw) . 

G.  00 

3  cents  per  pound 
$15  per  40  cubic 
feet  plus  i  per 
cent  ad  va¬ 
lorem. 

$7  per  40  cubic 
feet. 

3.00 

3  cents  per  pound 
$15  per  40  cubic 
feet  plus  i  per 
cent  ad  va¬ 
lorem. 

$7  per  40  cubic 
feet. 

3.00 

Silk  goods . 

Straw  braid . 

2.00 

Tapioca . 

Tea . . . 

li  cents  per 
pound. 

1£  cents  per 
pound. 

1.25 

$G  per  40  cubic 
feet. 

$7  per  40  cubic 
feet. 

$6  per  40  cubic 
feet. 

$7  per  40  cubic 
feet. 

Cargo  (not  otherwise 
specified) . 

1.50 

. 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


575 


Table  No.  67. — Joint  through  freight  rates  from  ports  in  China  and  Japan  to  Pacific 
coast  ports  and  interior  points  in  the  United  States  and  Canada — Continued. 


From  Hongkong,  Amoy,  Fuchau,  and  Shanghai. 


Commodities. 


J  To  interior  United  States 
points. 


As  per  tariff. 


Beans . {  1}  cents  per 

'  pound. 

Camphor .  2  cents  per  pound 

Cassia .  II  cents  per 

pound. 

Chilies . 


Cocoa  beans . 


cents  per 
pound. 


Per  100 
pounds 


SI.  25 

2. 00 
1.25 


1.25 


1  cent  per  pound.;  1.00 


Cotton  seed  . 

Desiccated  cocoanuts 
Fern  balls  (dried)... 

Gam  bier: 

Cube . j  II  cents  per 

pound. 

Block . I  90  cents  per  100 

i  pounds. 

Ginger  (dry) .  11  cents  per 

!  pound. 

$10  per  40  cubic 
feet. 

II  cents  per 


To  Portland,  Puget  Sound, 
and  British  Columbia 
coast  ports. 


As  per  tariff. 


$7  per  12  piculs  . . 


$5.50  per  40  cubic 
feet. 

$5  per  40  cubic 
feet. 

75  cents  per  picul. 

$1.45  per  picul . . . 
$1  per  picul . 


1.25 

.90 

1.25 


Hats  (common) . 

Indian  condiments.. 

Indigo . 

Matting  (in  rolls)  ... 

Menthol  (dry) . 

Oil  (peppermint  and 
menthol). 

Opium . 

Paper  lanterns . 

Pepper  (in  bags) 
Preserved  ginger 
Rice . 


1.25 


pound. 


II  cents  per 
pound. 


1.25 


lcent  per pound. 


1.00 


67  cents  per  picul . 

53  cents  per  picul. 

90  cents  per  picul . 

$6  per  40  cubic 
feet. 

$8  per  40  cubic 
feet. 

$15  per  40  cubic 
feet. 

$5  per  40  cubic 
feet. 


$8  per  chest . 

77  cents  per  picul . 


Per  100 
pounds 


To  San  Francisco. 


As  per  tariff. 


$0. 78 


1.00 

1.93 

1.33 


.90 

.71 

1.20 


1. 03 


$6  per  12  piculs  .. 


$5.50  per  40  cubic 
feet. 

$5  per  40  cubic 
feet. 

75  cents  per  picul. 

$1.45 per  picul ... 
$1  per  picul . 


67  cents  per  picul. 

53  cents  per  picul . 

90  cents  per  picul. 

$6  per  40  cubic 
feet. 

$8  per  40  cubic 
feet. 

$15  per  40  cubic 
feet. 

$5  per  40  cubic 
feet. 


$8  per  chest . 

77  cents  per  picul. 


Per  100 
pounds 

$0. 67 


1.00 

1.93 

1.33 


.90 

.71 

1.20 


1.00 


Rattans . 

Rush-straw  fiber. 

Silk  (raw) . 

Silk  goods . 


Straw  braid 
Tapioca  .... 
Tea . 


Cargo  (not  otherwise 
specified) . 


6  cents  per  pound 

$20  per  40  cubic 
feet,  plus  1  per 
cent  ad  valo¬ 
rem. 

$10  per  40  cubic 
feet. 

90  cents  per  100 
pounds. 

II  cents  per 
pound. 

1|  cents  per 
pound. 


$1.50  per  picul .., 


2. 00 


$1.50  per  picul ... 


6. 00 


.90 

1.25 

1.50 


3  cents  per  pound 

$15  per  40  cubic 
feet,  plus  1  per 
cent  ad  valo¬ 
rem. 

$6  per  40  cubic 
feet. 

55  cents  per  picul. 


3.00 


$8  per  40  cubic 
feet. 

. do . 


3  cents  per  pound 

$15  per  40  cubic 
feet,  plus  1  per 
cent  ad  valo- 
lem. 

$6  per  40  cubic 
feet. 

55  cents  per  picul. 

$8  per  40  cubic 
feet. 

. do . 


2.00 


3.00 


.73 


576 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Table  No.  68. — Through  freight  rates  from  points  in  the  United  States  to  Auckland,  Xew 
Zealand,  and  Sydney,  Australia,  applying  via  San  Francisco,  Cal.,  and  thence  via 
Oceanic  Steamship  Company,  in  effect  September  12,  1905. 


[In  United  States  gold  coin  or  its  equivalent.] 


Articles. 

Rates  from — 

Chicago  and 
defined  terri¬ 
tories  east. 

New  Orleans, 
La. 

Dayton,  Ohio. 

Des  Moines, 
Iowa. 

L.  C.  L. 

C.L. 

L.C.L. 

C.L. 

L.  C.  L. 

C.L. 

L.C.L. 

C.L. 

Advertising  matter . 

$1.65 

$1. 50 
1.25 
2.00 

1.25 

1.00 

Agricultural  implements . 

Automobiles . 

Beer: 

In  wood . 

In  cases . 

Bicycles . 

6.00 

.  | 

Canned  meats . 

1.10 

. | . 

Canned  oysters . 

$1.00 

Cash  registers . 

$1. 75 

Drugs,  in  packages . 

$1. 65 

$1.30 

Drugs,  viz,  patent  medicines . 

1.65 

1.50 

1.35 

1.25 

Lard: 

In  pails . 

In  tierces . 

Leather . 

2. 00 
2.00 

1.75 

1.95 

Machines,  sewing,  in  boxes  or  crates 
Machinery: 

Pieces  not  over  2,000  pounds _ 

Pieces  over  2,000  pounds . 

1.50 

1.40 

1.60 

3.75 

Meat,  frozen . 

Metal  keys  for  opening  cans . 

.  75 

Oats,  rolled,  in  packages . 

1.00 

16.  00 
1.40 

Pipe: 

Iron,  per  ton,  2,000  pounds . 

Wrought  iron . 

1.75 

1.75 

Rubber  goods,  in  packages . 

Seeds,  in  packages . 

1.50 

Shoes,  boxed . 

2. 10 

3.20 

Typewriters,  including  desks  and 
supplies . 

1 

1 

Rates  from — 


Articles. 

Detroit,  Mich. 

Fort  Worth, 
Tex. 

New  York 
and  common 
points. 

Boston 
and  common 
points. 

L.C.L. 

C.L. 

L.  C.  L. 

C.L. 

L.  C.  L.  C.  L. 

L.C.L. 

C.L. 

Drugs  and  proprietary  medicines... 

$1.40 

Hogs’  hair . 

$1.25 

Merchandise,  general . 

. $2.00 

s 

* 

_ 

Rates  from — 


Articles. 

Chicago  and 
common 
points. 

Cedar  Rapids, 
Iowa. 

Kansas  City, 
Mo. 

Petersburg,  Va. 

L.C.L. 

C.L. 

L.C.  L. 

C.L. 

L.C.L.  |  C.  L. 

L.  C.  L. 

C.L. 

Motors,  fan,  boxed . 

$1.50 

Oats,  rolled,  in  packages . 

$1.00 

Packing-house  products,  viz:  Ba¬ 
con,  hams,  beef,  lard,  canned 
meats,  etc . 

$1.00 

. 

Printers’  supplies . 

$2.50 

Tobacco,  plug,  cut  plug,  and  smok¬ 
ing: . 

$1.50 

Articles. 

Rates  from— 

New  York, 

N.  Y. 

Rochester, 

N.  Y. 

Baltimore, 

Md. 

Richmond, 

Va. 

Walkerville, 

Ontario. 

L.  C.  L. 

C.  L. 

L.C.  L. 

C.L. 

L.C.  L. 

C.L. 

L.  C.  L. 

C.  L. 

L.C.  L. 

C.  L. 

Tobacco,  smoking,  and 
cigarettes . 

$1.50 

$1.50 

$1.50 

$1.50 

Whisky,  in  glass,  boxed. 

$1.10 

. 

. 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


577 


Table  No.  69. — Average  ocean  rates  on  grain  carried  by  sailing  vessels  from  San  Fran¬ 
cisco  to  the  United  Kingdom ,  1874  to  1904 ,  inclusive. 

[In  cents  per  100  pounds.] 


Years. 


1874 

1875 

1876 

1877 

1878 


1879 

1880 
1881 
1882 
1883 


Average  5  years. 


Average  5  years. 


1884 

1885 

1886 

1887 

1888 


Average  5  years. 


Table  No.  70.- 


Yearly 

average 

rates. 

88.3 

1889 

75.0 

1890 

53.6 

1891 

64.3 

1892 

42.9 

1893 

64.8 

53.6 

1894. 

58.9 

1895. 

64.2 

1896. 

71.2 

1897. 

48.2 

1898. 

59.2 

32.2 

1899. 

38.7 

1900. 

33.0 

1901. 

28.9 

1902. 

27.7 

1903. 

32.1 

1904. 

ites  from  Neu 

Years. 


Average  5  years. 


Average  5  years 


Average  5  years 


Yearly 

average 

rates. 


33.1 

37.5 

43.2 

33.2 

22.6 


33.9 


28.3 

28.1 

28.7 

26.8 
22.1 


26.8 


27.9 

40.2 

41.5 
32.1 

18.5 


32.0 


15.8 


Vela  de  Coro,  South  America,  1903. 


Articles. 

Unit. 

To  Cura¬ 
cao. 

To  Mara¬ 
caibo. 

To  La  Vela 
de  Coro. 

Flour,  crackers,  meal,  and  vegetables,  in  flour 
barrels. 

Flour,  in  bags . 

Per  barrel . 

$0.  40 

.20 

$0. 60 

.30 

SO.  60 

.30 

Per  100  pounds  . . . 
Per  barrel . 

Beef  and  pork . 

.70 

.90 

.90 

Beef  and  pork,  in  half  barrels . 

Per  half  barrel _ 

.40 

.50 

.50 

Kerosene,  in  barrels . 

Per  barrel . 

1.00 

1.25 

1.25 

Lard: 

In  tierces  of  450  pounds . 

Per  100  ponnds... 
. do . 

.20 

.30 

.30 

In  barrels  of  250  pounds . 

.20 

.30 

.30 

Biscuits,  in  tins  of  8-10  pounds,  loose . 

Per  tin . 

.10 

.15 

.15 

Corn,  in  bags  of  2  bushels . 

Per  bag . 

.25 

.30 

.30 

Beans  and  peas,  in  bags  of  2  bushels . 

. do . 

.25 

.35 

.35 

Rosin,  rice,  cement,  and  tallow . 

Per  100  pounds  . . . 
Per  pound . 

.20 

.30 

.30 

Hams,  in  tierces . 

.005 

.005 

.005 

Rope . 

Per  100  pounds  . . . 

.25 

.35 

.35 

Bran 

.40 

.60 

.60 

Barbed  wire . 

. do . 

.20 

.35 

.35 

Dry  goods . 

Per  cubic  foot .... 

.15 

.20 

.20 

Beer,  in  barrels . 

Per  barrel . 

.95 

1.25 

1.25 

Weight  goods,  not  specified . 

Per  100  pounds  . . . 
Per  cubic  foot .... 

.30 

.40 

.40 

Measurement  goods,  not  specified . 

.10 

.20 

.20 

All  with  5  per  cent  primage. 

No  bills  of  lading  signed  for  less  than  $3. 
Freight  payable  in  advance. 


S.  Doc.  244,  59-1 - 37 


578 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  No.  71. — Ocean  freight  rates  from  New  Orleans  and  Mobile  to  Belize ,  British 

Honduras ,  Port  Barrios  and  Livingston ,  Guatemala. 


Articles. 

Rate. 

Articles. 

Rate. 

Ale  and  beer . 

85  cents  per  cask. 

Fish,  pickled . 

85  cents  per  barrel. 

Axes,  anvils,  anchors . 

40  cents  per  100 

Glassware,  packed,  O.  R _ 

20  cents  per  cubic 

Apples,  onions,  potatoes, 
and  cabbages. 

Bacon,  hams,  and  green 
meats. 

pounds. 

85  cents  per  barrel. 

Groceries,  N.  O.  S . 

foot. 

Do. 

40  cents  per  100 
pounds. 

Hardware,  heavy . 

Hoes,  rakes,  shovels,  and 

40  cents  per  100 
pounds. 

20  cents  per  cubic 

Beef,  pork,  pigs’  feet,  and 

85  cents  per  barrel. 

spades. 

foot. 

kraut. 

Boots  and  shoes . 

20  cents  per  cubic 
foot. 

40  cents  per  100 
pounds. 

Do. 

Hats . 

Lard . 

Do. 

40  cents  per  100 
pounds. 

4  cents  per  gallon. 

40  cents  per  100 
pounds. 

Butter  and  cheese . 

Molasses . 

Beans,  pease,  and  corn . 

Nails,  spikes,  and  horse¬ 
shoes. 

Barbed  wire . 

Do. 

Paint,  kegs,  cases,  and  cans. 

Do. 

Crockery . 

20  cents  per  cubic 

Rice . 

Do. 

Canned  goods,  in  cases . 

Cordage  and  rope . 

foot. 

Do. 

Do. 

Stoves  and  stove  furniture.. 

Sugar . 

20  cents  per  cubic 
foot. 

40  cents  per  100 
pounds. 

Do. 

Crackers . . 

Coffee,  in  sacks . 

85  cents  per  barrel. 

40  cents  per  100 
pounds. 

Salt . 

Soap . 

20  cents  per  cubic 

Castings . 

Drugs . 

Do. 

20  cents  per  cubic 
foot. 

Do. 

Tallow . 

foot. 

40  cents  per  100 
pounds' 

20  cents  per  cubic 
foot. 

4  cents  per  gallon. 

Dry  goods . 

Tinware . 

Flour  . 

Do . 

85  cents  per  barrel. 
45  cents  per  half 

Whisky  and  wine,  barrel... 

Flour,  sacks . 

barrel. 

40  cents  per  100 
pounds. 

Wire,  spools;  wire,  rope.... 

40  cents  per  100 
pounds. 

Table  No.  72. — Ocean  freight  rates  from  New  York,  Boston,  Philadelphia,  and  Balti¬ 
more,  to  Banes,  Cuba. 

[Per  100  pounds.] 


Articles. 

Rates. 

Articles. 

Rates. 

Apples . 

SO.  60 

Lumber,  per  thousand . 

$8.  00 

Beans,  dry,  in  barrels . 

.45 

Oil,  in  barrels . 

.  45 

Beer,  in  bottles,  in  casks . 

.50  ! 

Packing-house  products . 

.  45 

Candles . . . 

.40  i 

Rice  . . *. . 

.35 

Canned  goods,  including  milk . 

.50 

Salt,  in  bags . 

.30 

Flour  .  .7 . . . 7. . 

.  27-4-1 

Soap . 

.40 

Lard,  in  tierces . 

.45  1 

Wine  and  whisky,  in  wood . 

.  55 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


579 


Table  No.  73. — Ocean  freight  rates  from  New  York  to  Para,  Manaos ,  Maranham ,  Ceara, 

and  Parnahyba ,  South  America. 


Articles. 

To  Para. 

To  Manaos, 
Maranham, 
Ceara. 

To  Parna¬ 
hyba. 

Beans,  corn,  pease,  wheat,  etc.  (in  shippers’  bags),  per  bushel - 

Bottled  beer,  common  soap,  straw  paper,  shooks,  and  cooperage, 

$0. 15 

$0.28 

$0.40 

per  cubic  foot . 

.15 

.25 

.30 

Codfish,  per  100  pounds,  gross . 

Flour: 

.50 

.75 

1.00 

Per  barrel  (196  pounds) . 

.60 

.90 

1.50 

Per  half  barrel . 

.37 

.55 

.90 

Nails,  per  keg  of  100  pounds . 

Oil: 

.50 

.65 

.80 

Kerosene,  per  barrel  of  about  50  gallons . 

2.25 

3. 00 

4.25 

Lubricating  and  machinery,  per  barrel  of  about  50  gallons... 

2.25 

3.00 

4.25 

Rosin  and  silex,  per  280  pounds,  gross . 

1.00 

1.50 

2.25 

Turpentine  (on  deck)  per  barrel  of  about  50  gallons  each . 

3. 00 

4.00 

6. 50 

Weight  goods  (not  otherwise  specified),  per  100  pounds,  gross _ 

.60 

.75 

1.00 

Minimum  amount  for  which  a  bill  of  lading  will  be  signed . 

Parcel  receipts  issued  on  packages  up  to  $25  value,  and  measur- 

5. 00 

5.00 

5.00 

ing  less  than  5  feet  and  weighing  not  more  than  28  pounds . 

1.00 

1.00 

1.00 

Ten  per  cent  primage  will  be  added  to  all  these  rates  except  on  goods  taken  at 
valuation  and  on  parcel  receipts. 

Goods  taken  by  weight,  measurement,  or  valuation  at  ship’s  option. 

A  fee  of  $1.10  is  charged  by  the  Brazilian  consul  on  each  set  of  bills  of  lading  and 
on  parcel  receipts,  and  this  item  will  continue  to  be  collected  from  the  shippers. 


Table  No.  74. — Ocean  freight  rates  from  Veracruz,  Mexico,  to  New  York. 


Articles. 

Ocean  rate. 

Articles. 

Ocean  rate. 

Asphaltum  and  bi¬ 
tumen,  crude. 
Log-wood  extracts, 
etc. 

$3.15  to  $4.20  per  gross  ton. 

Hides  of  cattle: 

Wet . 

40  cents  per  100  pounds. 

75  cents  per  100  pounds. 
i  cent  per  pound. 

|  cent  per  pound. 

$4.00  per  gross  ton. 

Dry . 

Goat  skins . 

Cocoa,  crude . 

47 1  cents  per  100  pounds. 

261  cents  per  100  pounds. 

25  cents  per  100  pounds. 

50  cents  per  100  pounds. 

India  rubber,  un¬ 
manufactured  . 

Coffee  . 

Sisal  grass . 

Lead,  pigs,  bars, 
etc. 

15  cents  per  100  pounds. 

Hair,~  unmanufac¬ 
tured. 

Table  No.  75. — Ocean  freight  rates  from  Copenhagen,  Denmark,  to  Boston. 

[In  cents  per  100  pounds.] 


Articles. 

Rates. 

Articles. 

Rates. 

Bristles,  assorted,  bunched,  or  prepared, 
in  casks . 

Wire  rods,  in  coils . 

9.5 

14 

Salt,  in  casks . 

14.5 

Cement,  Roman  and  Portland,  in  barrels 
Earthen,  stone, and  china  ware,  in  cases. 
Feathers,  leaves,  artificial,  in  cases . 

6.4 

Brandy,  in  casks . 

16 

11.2 

Starch  (potato),  in  bags . 

13.4 

64.3 

Sugar  cane,  in  cases . 

15 

Anchovies  or  sardines,  packed  in  oil, 
in  cases  . 

Wood  pulp,  in  bales . 

13.4 

26.8 

Wool,  "hair  of  the  the  camel,  goat, 
alpaca,  and  other  like  animals,  in 
bales . 

Hair,  unmanufactured,  in  bales . 

26.8 

Hides  of  cattle,  in  bales . 

26.8 

26.8 

Goatskins,  in  bales . 

21.4 

Hemp,  in  bales . 

24.1 

Iron,  ingots,  blooms,  slabs,  billets,  bars 
of  steel,  in  bars,  etc . 

10.7 

580 


DIGEST  OF  HEARINGS  OFT  BAIL  WAY  BATES 


Table  No.  76. — Comparison  of  through  import  rates  from  Antwerp,  Belgium,  to  various 
points  in  the  United  States,  routed  via  Boston,  with  the  rates  on  same  articles  of  domestic 
origin  at  Boston. 


Rates  in  cents  per  100  pounds. 


Commodities. 

To  Buffalo. 

To  Cleveland. 

To  Detroit. 

To  Toledo. 

Import. 

Domes¬ 

tic. 

Import. 

Domes¬ 

tic. 

Import. 

Domes¬ 

tic. 

Import. 

Domes¬ 

tic;. 

Toys.  L.  C.  L . 

57 

38 

57 

46 

57 

51 

57 

51 

Crockery,  L.  C.  L . 

40 

244 

40 

29 

40 

31 

40 

31 

Glassware,  L.  C.  L . 

45 

32 

45 

39 

45 

43 

45 

43 

Earthenware,  L.  C.  L . 

244 

29 

31 

31 

Artificial  flowers,  L.  C.  L . 

88* 

167 

106 

118 

118 

Willow  baskets,  L.  C.  L . 

66 

1374 

794 

1464 

884 

1464 

884 

Netting,  N.  0.  Si,  L.  C.  L . 

44 

125* 

53 

131* 

59 

131* 

59 

Liquors,  in  wood,  L.  C.  L . 

32 

39 

43 

43 

Wilie,  L.  C.  L _ 1 . 

32 

39 

43 

43 

Earth  paint,  C.  L . 

18| 

184 

204 

21 

204 

23 

204 

23 

Surface-coated  paper,  C.  L . 

184 

21 

23 

23 

Hops,  L.  C.  L . 

44 

53 

59 

59 

Hops,  C.  L . 

38 

46 

51 

51 

Green  hides,  C.  L . 

184 

21 

23 

. 

23 

Window  glass,  C.  L . 

26 

204 

26 

204 

26 

22 

26 

22 

Window  glass,  L.  C.  I. . 

31 

244 

35 

29 

38 

31 

38 

31 

Plate  glass,  C.  L . 

32 

804 

36 

36 

38 

39 

38 

39 

Plate  glass,  L.  C.  L . 

45 

44 

52 

53 

57 

59 

57 

59 

Commodities. 

Rates  in  cents  per  100  pounds. 

To  Grand 
Rapids. 

To  Chicago. 

To  Milwaukee. 

To  Indianap¬ 
olis. 

Import. 

Domes¬ 

tic. 

Import. 

Domes¬ 

tic. 

Import. 

Domes¬ 

tic. 

Import. 

Domes¬ 

tic. 

Toys,  L.  C.  L . 

57 

62 

57 

65 

57 

57 

60 

Crockery,  L.  C.  L . 

40 

38 

40 

40 

40 

40 

38 

Glassware,  L.  C.  L . 

45 

53 

45 

55 

45 

45 

51 

Earthenware,  L.  C.  L . 

38 

a  40 

40 

38 

Artificial  flowers,  L.  C.  L . 

144 

167 

150 

140 

Willow  baskets,  L.  C.  L . 

166 

108 

1704 

1124 

1704 

105 

Netting,  N.  0. 8.,  L.  C.  L . 

144 

72 

147* 

75 

147* 

70 

Liquors,  in  wood,  L.  C.  L . 

53 

62 

55 

51 

Wine,  L.  C.  L  . . 

53 

43 

55 

51 

Earth  paint,  C.  L . 

29 

204 

30 

204 

204 

28 

Surface-coated  paper,  C.  L . 

29 

39* 

30 

39* 

28 

Hops,  L.  C.  L . 

72 

75 

137 

75 

70 

Hops,  C.  L . 

62 

65 

65 

60 

Green  hides,  C.  L . 

29 

404 

30 

404 

28 

Window  glass,  C.  L . 

26 

27 

26 

28 

26 

26 

26 

Window  glass,  L.  C.  L . 

45 

38 

47 

40 

47 

44 

38 

Plate  glass,  C.  L . 

45 

48 

46 

50 

46 

44 

47 

Plate  glass,  L.  C.  L . 

68 

72 

71 

75 

71 

66 

70 

Commodities. 

/ 

Rates  in  cents  per  100  pounds. 

To  East  St.  Louis. 

To  Louisville. 

To  Cincinnati. 

Import. 

Domes¬ 

tic. 

Import. 

Domes¬ 

tic. 

Import. 

Domes¬ 

tic. 

Tovs,  L.  C.  L . 

61 

75 

57 

65 

57 

51 

Crockery,  L.  C.  L . 

42 

46 

40 

40 

40 

35 

Glassware,  L.  C.  L . 

47 

64 

45 

55 

45 

48 

Earthenware,  L.  C.  L . 

46 

40 

35 

Artificial  flowers,  L.  C.  L . 

174 

150 

167 

130 

Willow  baskets,  L.  C.  L . 

1884 

1304 

1124 

974 

Netting,  N.O.S.,  L.C.L . 

87* 

75* 

137 

65 

Liquors,  in  wood,  L.  C.  L . 

64 

55 

48 

Wine,  L.  C.  L . 

64 

55 

48 

Earth  paint,  C.  L . 

224 

35 

204 

30 

. 

204 

26 

Surface-coated  paper.  C.  L . 

44 

35 

39 

30 

26 

Hops,  L.  C.  L. . . .  .*. . 

87 

75 

65 

Hops,  C.  L . 

75 

65 

57 

Green  hides,  C.  L . 

. 

35 

30 

26 

Window  glass,  C.  L . 

29 

32 

26 

28 

26 

24 

Window  glass,  L.  C.  L . 

53 

46 

47 

40 

42 

35 

Plate  glass,  C.  L . 

52 

58 

46 

50 

41 

44 

Plate  glass,  L.  C.  L . 

81 

87 

71 

75 

63 

65 

a  Kansas  City  business. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


581 


Table  No.  77. — Comparison  of  rates  from  San  Francisco ,  Cal.,  to  New  York,  via  trans¬ 
continental  all-rail  routes  and  the  Panama  route  on  classes  and  particular  commodities 
on  which  the  Panama  route  publishes  the  special  rates  given. 


Classes  and  commodities. 

Rates  in  cents  per  100 
pounds. 

Classes  and  commodities. 

Rates  in  cents  per  100 
pounds. 

Via  all-rail 
transcon- 
tinental 
route. 

Via 

Panama 

route. 

Via  all-rail 
transeon- 
tinental 
route. 

Via 

Panama 

route. 

L.C.L. 

C.L. 

L.C.L. 

C.L. 

First  class . 

370 

180 

Leather,  bellies,  collar, 

Second  class . 

330 

150 

heads,  latigo,  etc . 

105 

0. 60 

Third  class . 

265 

130 

Leather, bufTfinished  calf, 

Fourth  class . 

210 

115 

chamois . 

140 

85 

Fifth  class . 

185 

105 

Wine,  in  barrels . 

200 

0. 75 

55 

A . 

185 

105 

Wine,  in  puncheons . 

240 

90 

65 

B . 

165 

85 

Brandy,  in  wood . 

75 

60 

C . 

130 

80 

W  ine  and  brandy,  in  cases . 

225 

100 

75 

D . 

115 

80 

Lumber . 

(*78 

50 

E . 

105 

70 

Copper,  cement . 

75 

40 

Asphalt . 

50 

40 

Oil,  in  tin,  boxed,  or  in 

Beans . 

75 

55 

wood . 

75 

50 

Beeswax . 

i/5 

76 

Ore . 

75 

45 

Boneblack . 

100 

40 

Peas . 

75 

55 

Canned  goods . 

75 

55 

Quicksilver . 

220 

155 

50 

Fish,  in  barrels 

100 

50 

Rags . 

75 

55 

Fish,  dried,  in  cases. 

Seeds,  alfalfa . 

150 

125 

40 

strapped . 

125 

55 

Seeds,  mustard . 

75 

40 

Herbs,  cascara, sumac, and 

Shells,  sea,  in  sacks . 

100 

60 

grape  root . 

125 

75  ' 

Tallow . 

75 

50 

Hides,  drv,  in  bales . 

120 

70 

Wool,  in  grease,  com- 

Honey,  strained,  in  tin 

pressed  in  bales . 

110 

100 

65 

cases,  strapped . 

110 

55 

Glue  stock . 

75 

50 

Hops,  compressed  in  bales. 

200 

00 

Barley,  rice . 

75 

40 

Junk,  bones,  horns,  old' 

rope,  rubber  waste,  com- 

pressed  in  bales,  scrap 

leather . 

75 

50 

a  From  various  California  points,  via  San  Francisco. 


All  other  commodities  of  Panama  route  are  made  at  20  per  cent  C.  L.  and  30  per  cent  L.  C.  L.  less 
than  rates  of  transcontinental  routes. 


REGULATION  OF  RAILWAY  RATES. 


DIGEST  OF  THE  HEARINGS 

BEFORE  THE  COMMITTEE  ON  INTERSTATE  COMMERCE, 
SENATE  OF  THE  UNITED  STATES, 

HELD  FROM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE, 

TOGETHER  WITH  CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE, 

DATED  JULY  3,  4905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  UNITED  STATES  INTERSTATE  COMMERCE  COMMISSION, 

AND 

H.  T.  NEWCOMB. 


APPENDIX  V. 

IMPORT  RATES. 

DECEMBER  19,  1905. 


583 


.  • 


APPENDIX  Y. 


IMPORT  RATES. 

In  order  to  obtain  and  lay  before  the  committee  additional  data  con¬ 
cerning  the  relations  between  the  charges  applied,  respectively,  to 
imported  and  domestic  traffic,  the  chairman  earp  In  October,  1905, 
addressed  similar  inquiries  to  the  traffic  officers  of  the  principal  lines 
accepting  both  classes  of  traffic  at  the  principal  ports. 

The  following  is  the  form  of  inquiry  addressed  to  the  lines  serving 
the  ports  of  the  United  States: 

Senate  of  the  United  States, 
Committee  on  Interstate  Commerce. 

Dear  Sir:  One  of  the  matters  brought  to  the  attention  of  the  Com¬ 
mittee  on  Interstate  Commerce  during  its  investigation  of  railway 
matters  is  the  practice  of  certain  railways  of  participating  in  the  car¬ 
riage  of  import  traffic,  to  inland  points  on  through  rates  from  foreign 
ports  and  accepting  therefor  as  the  rail  proportion  of  the  through  rates 
lower  sums  than  are  at  the  same  time  in  force  for  similar  domestic 
traffic  originating  at  the  American  ports  of  transshipment  and  carried 
to  the  same  inland  destinations. 

This  committee  is  anxious  to  know  the  extent  of  this  practice  as 
measured  in  tonnage  and  revenue.  I  shall  be  obliged  to  you  if  you 
will  aid  us  in  this  matter  by  furnishing  me  with  a  statement  showing 
the  through  rates  of  this  sort  in  which  your  company  has  participated 
at  any  time  during  the  year  1905  and  the  amount  of  business  done  at 
those  rates.  Will  you  also  show,  in  connection  with  each  rate,  the 
corresponding  domestic  rate  from  the  port  of  transshipment? 

Similar  inquiries  have  been  addressed  to  the  traffic  officers  of  other 
companies  which  are  understood  to  participate  in  import  traffic  carried 
on  rates  of  the  kind  indicated. 

Thanking  you  in  advance  for  the  courtesy  of  as  prompt  a  reply  as 
possible,  1  remain, 

Very  respectfully,  yours,  '  S.  B.  Elkins, 

Chairman . 


The  following  slightly  different  letter  was  addressed  to  officers  of 
the  Canadian  lines  which  participate  in  handling  traffic  of  European 
origin  destined  to  points  within  the  United  States: 

Senate  of  the  United  States, 

Committee  on  Interstate  Commerce. 

Dear  Sir:  One  of  the  matters  brought  to  the  attention  of  the  Com¬ 
mittee  on  Interstate  Commerce  during  its  investigation  of  railway 
matters  is  the  practice  of  certain  railways  in  participating  in  the  car¬ 
riage  of  import  traffic  to  inland  points  on  through  rates  from  foreign 

585 


586 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


ports  and  accepting  therefor,  as  the  rail  proportion  of  the  through  rates, 
lower  sums  than  are  at  the  same  time  in  force  for  similar  domestic 
traffic  originating  at  the  American  ports  of  transshipment  and  carried 
to  the  same  inland  destinations. 

The  committee  is  anxious  to  know  the  extent  of  this  practice  as 
measured  in  tonnage  and  revenue.  I  shall  be  obliged  to  you  if  you 
will  aid  us  in  this  matter  by  furnishing  me  with  a  statement  showing 
the  through  rates  of  this  sort  in  which  your  company  has  participated 
at  any  time  during  the  year  1905  and  the  amount  of  business  done  at 
those  rates.  Will  you  also  show,  in  connection  with  each  rate,  the 
corresponding  domestic  rate  from  the  port  of  transshipment? 

Similar  inquiries  have  been  addressed  to  the  traffic  officers  of  other 
companies  which  are  understood  to  participate  in  import  traffic  carried 
on  rates  of  the  kind  indicated. 

Thanking  you  in  advance  for  the  courtesy  of  as  prompt  a  reply  as 
possible,  I  remain, 

Very  respectfully,  yours,  S.  B.  Elkins, 

Choir  mail . 


The  replies  to  these  inquiries  that  have  been  received  are  printed  in 
full  below: 

The  Baltimore  and  Ohio  Railroad  Company, 

Baltimore v  October  JO.  1905. 

Dear  Sir:  In  reply  to  your  letter  of  the  2d  instant,  would  advise 
that  for  several  years  past  the  Baltimore  and  Ohio  Railroad  has  not 
handled  import  traffic  on  basis  of  through  rates  from  foreign  ports  to 
inland  destinations  in  the  United  States  and  accepting  therefor  as  rev¬ 
enue  for  the  rail  line  a  proportion  of  such  through  rates.  Our  custom 
has  been  to  apply  from  Baltimore,  Philadelphia,  and  New  York  to 
inland  destinations  the  domestic  rates,  except  upon  certain  commodities 
where  the  conditions  of  competition,  not  only  via  the  various  Atlantic 
ports  but  also  via  the  Gulf  and  Canadian  ports,  has  rendered  it  neces¬ 
sary  to  make  special  rates,  which  are  regularly  published  and  tiled 
with  the  Interstate  Commerce  Commission. 

We  are  perfectly  willing  to  submit  to  your  committee  information 
showing  the  import  tonnage  handled  by  the  Baltimore  and  Ohio  Rail¬ 
road  from  the  different  ports,  provided  we  can  be  assured  same  will 
not  be  made  public,  as  we  naturally  do  not  scare  to  have  our  competitors 
know  the  character  of  the  traffic  which  we  are  handling  or  the  volume 
of  it. 

Yours,  truly,  C.  S.  Wight, 

Manager  Freight  Traffic. 

Hon.  S.  B.  Elkins, 

Chairman  Committee  on  Interstate  Commerce , 

United  States  Senate ,  Washington ,  D.  C. 


Boston  and  Maine  Railroad, 

Boston ,  Mass. ,  October  10,  1905. 

Dear  Sir:  Referring  again  to  your  valued  favor  of  the  2d  instant 
in  regard  to  the  carriage  of  import  traffic  to  inland  points  on  through 
rates  from  foreign  ports: 

All  through  rates  on  import  traffic  forwarded  from  Boston  from 
Boston  and  Maine  Railroad  terminals  are  made  up  by  adding  the  Bos- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


587 


ton  and  Maine  Railroad  full  import  rates  as  published  and  furnished 
the  Interstate  Commerce  Commission,  as  per  copy  of  our  import  tariff 
No.  6,  herewith,  to  such  ocean  rates  as  the  ocean  carriers  may  make. 
Neither  the  Boston  and  Maine  Railroad  nor  the  import  agents  working 
via  the  Boston  and  Maine  Railroad  have  ever  published  through  rates 
from  foreign  ports  to  points  in  the  United  States.  I  inclose  two  tar¬ 
iffs  issued  by  the  Transcontinental  Freight  Bureau,  showing  through 
rates  from  United  Kingdom  to  Pacific  coast  points.  The  Boston  and 
Maine  Railroad  does  not  appear  as  a  part}7  to  these  tariffs.  They,  how¬ 
ever,  participate  in  the  through  rate  when  traffic  is  consigned  to  this 
company  when  forwarding  from  Boston  under  an  arrangement  which 
provides  that  after  paying  the  advance  charges  up  to  Boston  27i  per 
cent  of  the  balance  applies  from  Boston  to  Chicago,  observing  T5  cents 
per  100  pounds  from  Boston  to  destination  as  a  minimum.  I  under¬ 
stand  these  tariffs  were  issued  to  meet  similar  tariffs  issued  via  Galves¬ 
ton  and  the  Sunset  Route,  and,  while  lam  not  positive,  1  have  heard  it 
said  that  the  tariffs  via  Galveston  and  the  Sunset  Route  were  issued  to 
meet  competition  via  the  all-water  route  via  Cape  Horn. 

The  Boston  and  Maine  Railroad  import  class  rates,  as  per  tariff  here¬ 
with,  are  used  via  both  standard  and  differential  lines,  there  being  no 
differential  allowed  any  of  our  routes  on  import  traffic,  and  the  class 
rates  as  shown  are  exactly  the  same  as  the  published  rates  governing 
domestic  shipments  from  New  England  points  to  the  West  via  the  dif¬ 
ferential  routes,  and  the  rates  from  New  England  to  the  West  via  the 
standard  routes  are  just  the  allowed  differentials  added  to  the  import 
rates,  as  shown  in  tariff  referred  to  above,  which  are  as  follows: 


1/5  2/4  3/3  4/3  5/2 


6/14 


The  authorized  import  commodity  rates  are  shown  in  the  same  tariff 
and  the  principal  commodities  handled  via  the  port  of  Boston  are: 
Burlaps,  bagging,  clay  used  in  paper  manufacturing,  paper  stock, 
Swedish  iron,  german  crockery  and  toys,  dry  goods,  hosiery,  and 
coarse  chemicals. 

We  have  the  total  tonnage  moved  to  points  beyond  the  trunk  lines’ 
western  termini  for  the  first  six  months  of  this  year,  and  it  is  as  follows: 


1. 

2. 

3. 

4. 

5. 

6. 

Special 

com¬ 

modities. 

Iron. 

Cali¬ 

fornia 

freight. 

( 

Total. 

158 

68 

179 

2 

9 

0 

5, 481 

3 

19 

5,912 

283 

140 

193 

12 

78 

5 

7,768 

7 

48 

8, 534 

210 

243 

113 

51 

10 

0 

9,072 

7 

/a 

9,786 

261 

184 

154 

520 

3 

0 

6, 133 

23 

66 

7,344 

472 

87 

216 

15 

0 

0 

6,001 

21 

36 

6, 848 

413 

158 

186 

31 

7 

0 

8, 258 

7 

95 

9,155 

1,797 

885 

1,041 

631 

100 

5 

42,  713 

68 

339 

47, 579 

Like  information  covering  August  and  September  business  has  not 
yet  been  compiled,  but  if  you  desire  a  statement  showing  the  same  I 
will  with  pleasure  have  it  prepared. 

Rates  charged  on  imports  by  Boston  and  Maine  Railroad  from  Bos¬ 
ton  to  New  England  points  and  the  Middle  States  are  practically  the 
same  as  the  domestic  rates  charged  on  same  kinds  of  business. 

I  inclose  herewith  Boston  and  Maine  Railroad  and  St.  Johnsbury 
and  Lake  Champlain  Railroad  Joint  Westbound  Commodity  Tariff,  in 


588 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


order  that  you  may  readily  compare  the  domestic  rate  charged  to  west¬ 
ern  points  from  Boston  and  Boston  rate  points  with  import  rate  charged 
on  same  commodities. 

Yours,  truly,  W.  F.  Berry, 

Second  Vice-President  and  General  Traffic  Manager. 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington ,  I).  C. 


Canadian  Pacific  Railway  Company, 

Montreal ,  October  7,  1905. 

Dear  Sir:  L  have  to  acknowledge  receipt  of  your  letter  of  the  2d 
instant  drawing  my  attention  to  the  investigation  of  railway  matters 
now  being  made  by  a  committee  of  the  Senate  of  the  United  States, 
more  particularly  in  regard  to  import  traffic  and  its  bearing  on  the 
domestic  situation. 

This  company  will  be  very  glad  to  give  you  any'  information  or 
assistance  in  its  power.  L  ma}^  say,  however,  that  there  is  no  domestic 
traffic  originating  in  Canada  with  which  a  comparison  could  be  made 
with  imports  destined  to  United  States  points  which  we  carry  via  the 
port  of  Montreal  in  summer  and  West  St.  John  in  winter. 

The  following  statistics  show  how  infinitesimal  is  the  import  tonnage 
handled  by  this  company  via  Canadian  ports  destined  to  points  in  the 
United  States: 

Extract  from  Trunk  Line  association  statistics  of  import  freight  for  Western  United 
States  points ,  port  of  Montreal ,  Canadian  Pacific  Railway. 


MONTH  OF  MAY,  1905. 


1. 

2. 

3. 

4. 

5. 

6. 

Special 

commod¬ 

ities. 

Iron. 

Cali¬ 

fornia. 

Total. 

Tons. 

77 

Tons. 

2 

Tons. 

60 

Tons. 

30 

Tons. 

520 

Tons. 

28 

Tons. 

104 

Tons. 

118 

Tons. 

5 

Tons. 

944 

MONTH  OF  JUNE,  1905. 

72  0 

1 

24 

63 

209 

68 

0 

0  0 

436 

I  inclose  copy  of  our  interstate  tariff  I.  C.  C.  No.  818.  The  com¬ 
modity  rates  shown  therein  are  authorized  by  the  import  committee 
of  the  Trunk  Line  Association  as  effective  from  Baltimore  and  New¬ 
port  News. 

If  there  is  anv  further  information  I  can  furnish,  kindly  let  me 

%j 

know,  and  I  shall  be  happy  to  do  so. 

Yours,  truly,  G.  M.  Bosworth, 

Fourth  Vice- 1  *  resident. 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington ,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


589 


The  Central  Railroad  Company  of  New  Jersey, 

New  York ,  October  31 ,  1905. 

Dear  Sir:  Reply  to  your  valued  favor  of  the  5th  instant  has  been 
necessarily  delayed  on  account  of  having  been  obliged  to  examine  our 
records  for  the  period  referred  to  by  you. 

I  beg  to  respectfully  state  that  the  Central  Railroad  Company  of 
New  Jersey  is  a  little  or  no  factor  in  the  movement  of  import  traffic 
coming  Tvithin  your  inquiry. 

We  have  no  close  working  arrangement  with  any  specific  steamship 
lines,  and  so  far  as  I  have  been  able  to  determine  we  handled  but  a  few 
small  shipments  under  so-called  transcontinental  tariffs  applying  from 
European  ports  and  the  British  Islands  to  the  Pacific  coast. 

A  few  of  these  shipments  were  contracted  for  on  part  of  steamship 
people  on  basis  of  rates  from  port  of  shipment  to  destination,  which 
made  the  proportional  inland  rate  from  New  York  less  than  the  regu¬ 
lar  domestic  rate  from  New  York  to  the  same  points. 

The  instances  are,  however,  few,  and  the  movement  can  not  be  con¬ 
sidered  an  index  to  our  policy. 

In  this  connection  I  might  add  that  we  purpose,  as  far  as  our  road 
is  concerned,  to  discourage  the  handling  of  any  such  business,  and  in 
future  expect  to  receive  our  domestic  rate  from  the  port  of  New  York. 

With  the  hope  that  this  explanation  will  prove  entirely  satisfactory, 
I  am, 

Yours,  truly,  T.  B.  Koons, 

Freight  Traffic  Manager. 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington ,  D.  C. 


Chesapeake  and  Ohio  Railway  Company, 

Freight  Traffic  Department, 


Richmond ,  Va..  January  35,  1906. 

Dear  Sir:  Referring  to  your  letter  of  October  2,  1905,  addressed 
to  Mr.  F.  M.  Whitaker,  with  respect  to  certain  information  regarding 
import  traffic,  I  very  much  regret  the  serious  delay  in  furnishing  you 
information  on  this  subject,  but  we  found  it  much  more  of  an  under¬ 
taking  than  we  anticipated,  and  have  onty  just  succeeded  in  securing 
the  information  which  I  now  have  pleasure  in  transmitting. 

I  trust  the  information  may  be  of  service,  and  if  not  sufficiently 
explanatory,  1  shall  be  very  glad  indeed  to  give  any  additional  infor¬ 
mation  in  regard  thereto  on  receipt  of  advice. 

Respectfully,  yours, 


Hon.  Stephen  B.  Elkins, 


E.  D.  Hotchkiss, 

General  Freight  Agent. 


United  States  Senate ,  Washington ,  1).  C. 


\ 


590 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  of  import  freight  forwarded  from  Newport  News ,  Va January  1  to  October  81, 
1905 ,  inclusive ,  comparing  revenue  on  import  and  domestic  rale  basis. 

NEWPORT  NEWS,  VA.,  TO  116  PER  CENT  POINTS. 


Weight  (in  pounds) . 


115, 874 
126, 755 
448 
401,748 
70, 943 
39, 363 
224 
11,030 
2,203 
257, 956 
17,  982 
1,054 
40. 077 
44, 581 
92, 400 
6,319 
3,310 

177. 708 
136, 340 
171,481 

50,  501 
1,  200,  827 
227, 467 
334, 050 
996, 220 
221,377 
521,613 
88, 621 

225. 709 
108, 888 
171, 528 

34, 247 
18. 986 
20, 460 
1,456 
74, 972 
15, 891 
7, 175 
46, 764 
82, 982 
128, 568 
592, 336 
59,  556 
67, 130 
30, 000 
117,000 
304, 161 
30, 000 
150 
538, 864 


Imports. 


Domestic*. 


Rate. 

Revenue. 

Rate. 

Revenue. 

$0.  79 

$915.  40 

$0.71 

$822. 70 

.77 

976.  01 

.71 

899. 96 

.67 

3.  00 

.71 

3.18 

.49 

1, 968. 57 

.71 

2, 853. 41 

.43 

305. 05 

.71 

503.  69 

.26 

102.  34 

.71 

279. 48 

Special. 

3. 64 

.71 

1.59 

.67 

73.  90 

.61 

67. 28 

.  66 

14.  54 

.61 

13.  44 

.38 

980.  23 

.61 

1 ,  o/3. 53 

.37 

66. 50 

.61 

109. 69 

.77 

8.01 

.51 

5.38 

.  55 

220.  43 

.51 

204. 39 

.51 

227.  36 

.51 

227.  36 

.49 

452. 76 

.51 

471.24 

.43 

27.17 

.51 

32.53 

.26 

8.68 

.51 

17.03 

.38 

675. 29 

.35 

621. 98 

.37 

504.46 

.35 

477. 19 

.32 

548.  74 

.30 

514. 44 

.30 

151.50 

.30 

151.50 

.29 

3, 482. 40 

.30 

3, 602. 48 

.26 

591. 41 

.30 

682.  40 

.22 

74.91 

.30 

102. 15 

.20 

1.992.44 

.30 

2,  988.  66 

.18 

398. 48 

.30 

664. 13 

.17 

886.  74 

.30 

1,564.84 

.16 

141.79 

.30 

265. 86 

.26 

586. 84 

.24 

541.70 

.25* 

277.  66 

.24 

261.33 

.16 

274. 44 

.24 

411.67 

Special. 

87. 08 

.24 

82. 19 

.57 

108. 22 

.52 

98.73 

.56 

114. 58 

.  52 

106.  39 

.47 

6.84 

.52 

7.57 

.35 

264. 40 

.52 

389. 85 

.18 

28.  60 

.52 

82.  63 

.44 

31.  57 

.41 

29.42 

.43 

67.03 

.41 

63.  91 

.41 

340. 23 

.41 

340. 23 

.18 

231. 42 

.41 

527. 13 

.29 

1,717.77 

.29 

1,717.77 

.26 

154. 84 

.29 

172.  71 

.26 

174. 54 

.24 

161.11 

.20 

60.00 

.24 

72.00 

.17 

198.  90 

.24 

280.  SO 

.12 

364.  99 

.23 

699. 57 

.12 

36.  00 

.18 

54.00 

1.58 

2.37 

1.42 

2.14 

.26 

1,401.05 

.26 

1,401.05 

NEWPORT  NEWS,  VA.,  TO  NORFOLK,  VA. 


35.293  . . . . . . 

$0. 15 
Special. 

.  12 

$52. 94 

2  55 

$0. 15 
.  15 

$52. 95 
2.82 

188 . 

• 

25. 336  . . 

30.  40 

.  12 

30. 40 

3^  024  . 

Special. 

.09 

6. 89 
.63 

.  12 

3.63 

705  . 

.  09 

.  63 

46, 445  . 

.08 

37.16 

.08 

37.16 

1, 675  . 

.03 

Special. 

.751 

.07 

5.  03 

.08 

13.40 

23;  800  . 

19.04 

.08 

19.04 

3,341  . 

2.50 

.07 

2. 34 

36,  809  . 

25.  76 

.07 

25. 76 

50, 000  . 

Special. 

.06 

14.  92 

.07 

85.00 

468, 462  . 

281 . 08 

.06 

281.08 

137, 000  . 

.04 

54.  80 

.  06 

82. 20 

2, 235, 542  . 

.03 

.06 

1,341.33 
6. 79 

11,312 . 

Special. 

.  10 

3.03 
15.00 
73.  97 

06 

60,  000  . 

.10 
1.  00 

15.00 

147; 945  . 

.05 

73. 97 

558, 140  . 

.03 

167. 44 

1.00 

279.  07 

1,665,936  . 

Special. 

439.  36 

1.00 

832, 97 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


591 


Statement  of  import  freight  forwarded  from  Newport  News,  Va.,  January  1  to  October  31, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  COUNCIL  BLUFFS,  IOWA. 


,  Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

966  . 

$1.37 

.50 

$14. 23 
4. 19 

$1.31 
1.  31 

$12. 65 
10. 99 

839  . 

11,092  . 

.44 

48.  80 

1.31 

145. 31 

5’  149 . 

.26 

13. 39 

.97 

49. 95 

94’  840  . 

.26 

246. 58 

.76 

720.  78 

1, 245 
1,128 


1,366 

1,678 


NEWPORT  NEWS,  VA.,  TO  CEDAR  RAPIDS,  IOWA. 


$0.44 

1 

$5.48  '  $1.17 

$14. 57 

.26 

2.93  i  .81 

9. 14 

NEWPORT  NEWS,  VA.,  TO  OTTUMWA,  IOWA. 


$0.44 

$6. 01 

$1.20 

$16. 39 

.26 

i 

4.36 

.70 

11.  75 

NEWPORT  NEWS.  VA.,  TO  BOONE,  IOWA. 


5, 244 


$0. 26 


$13.63  $0.75 


$39. 33 


NEWPORT  NEWS,  VA.,  TO  COLORADO  SPRINGS,  COLO. 


40, 200 


,12 


$48. 24 


72 


$289.  44 


NEWPORT  NEWS,  VA.,  TO  SALT  LAKE  CITY,  UTAH. 


920 


$2.63 


$24.19  !  $2.61  ,  $24.01 


NEWPORT  NEWS,  VA.,  TO  COLORADO  CITY,  COLO. 


52, 159 


$422. 49 


NEWPORT  NEWS,  VA.,  TO  SAN  ANTONIO,  TEX. 


4, 935 


$1. 31 


$64.65  I  $1.31 


$64.  65 


NEWPORT  NEWS,  VA.,  TO  NEENAH,  WIS.,  AND  POINTS  TAKING  SAME  RATES. 


8,157,360 . 

$0. 15 
1.75 

$12, 236. 04 
117.  60 

$0. 33 
.33 

$26,  919. 29 
221.  76 

67/200 . 

NEWPORT  NEWS,  VA.,  TO  PORTSMOUTH,  VA. 

120 . 

$0. 12 
.0814 
.06 

$0. 15 
2.82 
84.00 

$0.12 

.06 

.06 

$0. 15 
2. 06 
84.00 

3,470 . 

14,000 . 

NEWPORT  NEWS,  VA.,  TO  ELLEESON,  VA. 

845  . 

$0. 25 

$2.11 

$0. 25 

$2. 11 

592 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  of  import  freight  forwarded  from  Newport  News ,  Va.,  January  1  to  October  31  r 
1905 ,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 


NEWPORT  NEWS,  VA.,  TO  PITTSTON,  PA. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

677  . 

SO.  35.} 

$2. 40 

SO.  35} 

S2.40 

NEWPORT  NEWS,  VA.,  TO  COVINGTON,  VA. 


4, 232  . 

SO.  35} 

.  10 

S15. 02 

SO.  35} 
.  15 

S15. 02 
519.  88 

346,'  590  . 

346. 59 

651 ' 840  . 

.  12 

782. 21 

.  13} 

863. 69 

3, 124’ 000  . 

.10 

3, 124. 00 

.  13} 

4, 139. 30 

NEWPORT  NEWS,  VA.,  TO  WASHINGTON,  D.  C. 


1,050 
2,  016 


.  |  SO.  24 

S2. 52 

SO.  24 

S2. 52 

.19 

3.83 

.19 

3.88 

NEWPORT  NEWS,  VA.,  TO  CHARLESTON,  W.  \TA. 


6, 332  . 

SO.  54 
.37 

S34. 19 
2.83 

SO.  54 
.54 

834. 19' 
3.06 

'765  . 

740  . 

.22 

1.63 

.  54 

4.00 

1, 895  . 

.47 

8.11 

.47 

8.11 

900 . 

.40 

3.60 

.40 

3. 60 

440  . 

.28} 

1.25 

.28} 

1.25 

NEWPORT  NEWS,  VA.,  TO  AUGUSTA, 

KY. 

473  . 

SO.  22 

SI.  04 

80.54 

82. 55 

a 

NEWPORT  NEWS,  VA.,  TO  CHARLOTTESVILLE,  VA. 

1, 000  . 

SO.  24 

82. 40 

80.  24 

82.40 

NEWPORT  NEWS,  VA.,  TO  BUENA  VISTA,  VA. 

112, 000  . 

SO.  10 

8112 

$0. 24} 

8137. 20 

NEWPORT  NEWS,  VA.,  TO  BUCHANAN,  VA. 

420  . 

80.28} 

81.20 

SO.  28} 

81.20 

NEWPORT  NEWS,  VA.,  TO  KNOXVILLE, 

TENN. 

7, 261 . 

7, 648  . 

1,200  . 

S0.84 

.79 

.50 

S60.  99 
60.42 
6.00 

SO.  84 
.79 
.50 

860.99 
60. 42 
6.00 

NEWPORT  NEWS,  VA., 


TO  NASHVILLE,  TENN. 


24,  985  . 

80.80 
.  66 

S203. 88 
54.40 

SO.  80 

8203. 88 

8’  243  . 

.66 

.54. 40 

6’  269  . 

.  57 

35. 73 

.57 

35.  73 

220  . 

.46 

1.01 

.46 

1.01 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


593 


Statement  of  import  freight  forwarded  from  Newport  News,  Va.,  January  1  to  October  31, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  MEMPHIS,  TENN. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue, 

34, 633  . 

SO.  89 
.73 
.62 
.25- 
.225 

$308. 23 
8.23 
57. 62 
624.  96 
78.  98 

$0.  89 
.73 
.62 
.25 
.  225 

$308. 23 
8.23 
57.62 
624. 96 
78.  98 

l’  127 . 

9' 293  . 

249'  984  . 

35'  100 . 

NEWPORT  NEWS,  VA..  TO  SAN  DIEGO,  CAL. 


293  .  . 

$3. 00 

$8.79 

$3.00 

$8.79 

NEWPORT  NEWS,  VA.,  TO  SALT  LAKE  CITY,  UTAH. 

30, 464  . 

$1.35 

2.90 

$417.  36 
13.80 

$1.  40 
2.89 

$426. 40 
12.  33 

476  . 

NEWPORT  NEWS,  VA.,  TO  DENVER,  COLO. 


448 
63, 053 


NEWPORT  NEWS,  VA.,  TO  KANSAS  CITY,  MO., 


$2. 33 

$10. 44 

$2.  33 

$10.  48 

1.40 

882.  74 

2.33 

1,469.13 

AND  POINTS  TAKING  SAME  RATE. 


310 . 

$1. 42 

$4.40 

$1.31 

$4.  06 

26, 172  . 

1.40 

361.81 

1.31 

342.85 

10, 078  . 

1.37 

138. 07 

1.31 

132. 02 

2, 773  . , . 

1.11 

30.78 

1.31 

36. 33 

435  . . . 

.91 

3.  96 

1.31 

5.70 

195 . 

.77 

1.50 

1.31 

2.53 

124 . 

.  66 

.82 

1.31 

1.62 

40, 736  . 

.44 

179.  24 

1.31 

533. 64 

1,108  . 

.44 

4.88 

1.06 

1.74 

23,920  . 

.49 

107. 21 

1.06 

253. 55 

421 . 

.68 

2.  86 

.97 

4.08 

285  . 

.26 

.72 

.97 

2.  76 

9, 229  . . . 

.18 

16. 61 

.97 

89. 52 

543  . 

.  55 

3.00 

.96 

5.  25 

1.440  . 

.40 

5.76 

.86 

12. 38 

7, 840  . 

.35 

27. 42 

.86 

67. 42 

31,843  . 

.32 

101.90 

.78 

248. 38 

118,738  . 

.24 

284.97 

.78 

926. 16 

915 . 

.  92 

8.42 

.76 

6.  95 

1,993  . 

.80 

15. 94 

.  76 

15.15 

.4,393  . 

.68 

29.  87 

.  76 

33.39 

8, 692  . 

.60 

52.15 

.  76 

66. 06 

1,291 . 

.57 

7.36 

.  76 

9.  81 

9, 023  . 

.53 

47.82 

.  76 

68.  57 

1,008  . 

.47 

4.  74 

.76 

7.  66 

269. 164  . 

.26 

700.  73 

.  76 

2. 046. 61 

37,010 . 

.18 

76.  62 

.  76 

276. 28 

29, 483  . 

.  16 

47. 17 

.  76 

104. 14 

69,  721  . 

.15 

104. 58 

.74 

529. 88 

19, 570  . 

.24 

49.97 

.70 

136.99 

71,520  . 

.35 

250. 32 

.62 

443.42 

31,360  . . 

.34 

106.62 

.62 

194.43 

290, 080  . 

.32 

928. 26 

.  62 

1.798.50 

473, 871  . 

.24 

1,137.29 

.62 

2, 938.  00 

10,  818 . 

.18 

19.47 

.  62 

67.07 

429,067  . 

.29 

1,244.29 

.57 

2,  445.  68 

28, 800  . 

.40 

115. 20 

.52 

149.76 

31,220  . 

.34 

106.14 

.52 

162.  34 

34, 196  . 

.32 

119. 43 

.52 

187.  82 

266, 051  . 

.29 

770.  55 

.52 

1,373. 44 

103,609  . 

.26 

269. 38 

.52 

538.  77 

361,480  . 

.24 

867.  55 

.52 

1,879.  70 

83, 252  . 

.  18 

1 18. 85 

.  52 

422. 91 

30, 065  . 

.32 

96. 21 

.41 

123.27 

S.  Doc.  244,  59-1 - 38 


594 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  of  import  freight  forwarded  from  Newport  News,  Ya.,  January  1  to  October  31, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  KANSAS  CITY,  MO.,  AND  POINTS  TAKING  SAME  RATE— Cont’d. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

39, 200  . 

$0.31 

.29 

$121. 52 
93. 21 

$0.41 

.41 

$160. 72 
136. 45 

38^  281 . 

120^  683  . 

.  18 

217. 23 

.41 

494. 80 

44! 766  _ 

.32 

143. 25 

.40 

179. 06 

1341400  . 

- 

.31 

416.  64 

.40 

537. 60 

341, 738  . 

.29 

991. 04 

.40 

1, 366. 95 
4, 832. 42 

1,208',  100 . 

.18 

2, 174.  59 

.40 

NEWPORT  NEWS,  VA.,  TO  WICHITA,  KANS. 


44, 017 
44, 800 


$0. 45 

$198. 08 

$0.60 

$264. 10 

.47 

210. 56 

. 

.60 

268. 80 

NEWPORT  NEWS,  VA.,  TO  SAN  FRANCISCO,  CAL. 


124 . 

$4.05 

3.  00 

$5. 02 

$3.00 

3.00 

$3.72 
13.  20 

440 . 

13.20 

306  . 

2.50 

7.  65 

3.00 

9. 18 

82, 770  . 

1.  80 

1,489. 86 
14.96 

3.00 

2, 483. 10 
26. 40 

880  . 

1.  70 

3. 00 

536 . 

1.56 

8.  36 

3.00 

16.08 

805  . 

1.48 

11.11 

3. 00 

24. 15 

293 . 

1.27 

3.  72 

3.00 

8.79 

846  . 

1.43 

12.10 

2.  60 

22.00 

420  . 

2.  20 

9.  24 

2.  20 

9. 24 

1,723  . 

1.33 

22. 92 

1.75 

30. 15 

2, 465  . 

1. 25 

43. 31 

1.90 

65.84 

5, 512 . 

1.23 

67.80 

1.50 

82.68 

5, 156 . 

1.22 

62.90 

2.00 

103. 12 

44, 884  . 

1. 1663 

523.  50 

2.00 

897.  68 

980  . 

.94 

9.21 

2.00 

19.60 

164, 882  . • . 

.855 

1, 410. 02 
7.49 

1.00 

1, 648.  82 
11.19 

961 . 

.87 

1.30 

361 . 

.85 

3. 07 

1.60 

5. 78 

28, 224  . 

.70 

297. 57 

.90 

254.02 

71^229 . 

.6575 

468. 33 

1.40 

997. 21 

NEWPORT  NEWS,  VA.,  TO  OAKLAND,  CAL. 


345  . 

$0.80 

$2.  76 

$2.00  $6.90 

NEWPORT  NEWS,  VA.,  TO  LOS  ANGELES,  CAL. 


10, 209  . 

$2. 9796 

$303. 99 

$3.00 

$306. 27 

386 . 

2.  966 

11.45 

3.00 

11.58 

13, 250  . 

1.73 

229. 23 

3.  00 

397. 50 

514 . 

1.55 

7.97 

2.00 

10. 28 

476  . 

1.39 

6.62 

3.00 

14.  28 

670  . : . 

1.33 

8. 91 

1.75 

11.73 

3, 220  . 

.942 

30.49 

1.25 

40. 25 

14; 168  . 

.898 

127.  23 

1.25 

177. 10 

1,540  . . 

.87 

13. 40 

1.30 

20.02 

500  . 

.80 

4.00 

2.00 

10.00 

860  . 

.75 

6. 46 

1.30 

11.18 

142, 452  . 

.  6575 

936. 63 

1.40 

1,994.33 

237  . 

2.20 

5.21 

2.20 

5.21 

630  . 

1.22 

7.69 

2.00 

12.60 

NEWPORT  NEWS,  VA.,  TO  STOCKTON,  CAL. 


420 . 

$0. 94  1  $3. 95 

$2.00 

$8.40 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


595 


Statement  of  import  freight  forwarded  from  Newport  News,  Va.,  January  1  to  October  31, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  FRESNO,  CAL. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

308  . 

#0.  75 
.94 

$2. 31 
7.36 

$2.00 
2. 00 

$6.16 
15. 66 

783  . 

NEWPORT  NEWS,  VA.,  TO  LYNCHBURG,  VA. 


59, 369  . 

$0. 52 
Special. 
.44 
.24 

Special. 

.19 

1.65 

$307.  82 
2.55 
339. 59 
72. 45 
11.92 
9. 27 
473. 41 

$0.52 

.52 

.44 

.24 

.24 

.19 

1.65 

$307.  82 
1.75 
339.  59 
72.45 
14.28 
9.27 
473. 41 

336  . 

77, 180  . 

30, 186  . 

5,  950  . 

4^  880  . . . 

573'  826  . 

NEWPORT  NEWS,  VA.,  TO  HANFORD,  CAL. 

658  . : . 

$1.53 

$10.  06 

$3. 00 

$19.  74 

NEWPORT  NEWS,  VA.,  TO  60  PER  CENT  POINTS. 


21,984 . 

$0. 545 

$119.  81 

$0.  545 

$119.  81 

7,312 . 

.39 

28.  63 

.545 

40.00 

51  785  . 

.37 

191. 60 

.  545 

282. 23 

33,187  . 

.  22 

73.01 

.545 

180.  87 

233  . 

.47 

1.11 

.47 

1.11 

68, 146  . 

.31 

211.  25 

.47 

320.  29 

16, 888  . 

.27 

45.  60 

.355 

59.  95 

24, 000  . 

.27 

64.  80 

.24 

57.  60 

310,121 . 

.19 

589.  23 

.24 

744. 29 

947,599  . 

.18 

1,705.  68 

.24 

2, 274.  24 

29,  586  . 

.17 

50.  30 

.24 

71.01 

26, 230  . 

.24 

62.95 

.20 

52.46 

263, 736  . 

.20 

527. 47 

.20 

527. 47 

484, 656  . 

.15 

726.  98 

.20 

969.  31 

43, 340  . 

.14 

60.68 

.20 

86.68 

34,057  . 

.14 

47. 68 

.16 

54.49 

77,  771  . 

.12 

92.  23 

.16 

124. 43 

43, 680  . 

.11 

48. 05 

.16 

81.89 

2, 286, 012  . 

.10 

2, 286. 01 

.16 

3.  657. 62 

1,778,600  . 

1.56 

1,238.67 

.16 

2, 845. 76 

435  . 

.40 

1.74 

.40 

1.74 

2, 008  . 

.27 

3.01 

.40 

8.03 

15, 100 . 

.15 

40.  77 

.40 

60.  40 

356  .  . 

.285 

1.01 

.285 

1.01 

11,  565  . 

.22 

25. 44 

.286 

31.96 

28, 677  . 

.15 

43.  02 

.285 

81.83 

712 . 

.11 

.78 

.  285 

2.03 

378  . 

1.09 

4.12 

1.09 

4. 12 

NEWPORT  NEWS,  VA.,  TO  SHOENAKER,  PA.,  AND  POINTS  TAKING  SAME  RATE. 


1,544  . 

$0. 47 

$7. 26 

$0. 47 

$7.26 

NEWPORT  NEWS,  VA.,  TO  WILKES-BARRE,  PA. 


624  . 

$0. 38 

$2. 37 

$0. 38 

NEWPORT  NEWS,  VA.,  TO  NEWPORT,  R.  I. 


8,420  . 

$1.08 

$90. 86 

$1.08 

i 


596 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  of  import  freight  forwarded  from  Newport  News ,  Va .,  January  1  to  October  31, 
1905,  inclusive ,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  NIAGARA  FALLS,  N.  Y. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

2,855  . 

$0.50 

$14. 27 

$0. 50 

$14.27 

NEWPORT  NEWS,  VA.,  TO  WILMINGTON,  DEL. 

t 

430  . . . 

$0.52 

$2. 24 

$0. 52 

$2. 24 

NEWPORT  NEWS,  VA.,  TO  87  PER  CENT  POINTS. 


10,  029 
19, 994 
720 
9,408 
128, 645 
3,800 
9, 100 
26, 088 
27, 328 
112 
2, 278 
280 
672 
56, 553 
10, 724 
3,276 
545 
4, 592 
1,482,260 
137, 470 
1, 277, 150 
101,220 
3, 492, 538 
120, 582 
48, 377 
246 
13, 314 
649 
69,  414 
8,161 
782 

10, 660 
343 
140, 846 
253, 375 
44, 051 
16,239,  668 
334, 982 
496, 963 
4,133 
107, 100 
30, 979 
1,169,113 
31,100 
149, 460 
1, 329, 945 
112,500 
89, 600 
1,405,535 
116,111 
40,  000 
129, 761 
172, 245 


$0. 67 

$67. 19 

.  57 

115. 96 

.54 

3.89 

.48 

5.64 

.43 

540. 23 

.405 

15. 39 

.33 

30. 03 

.22 

57. 39 

Special. 

83.  60 

Special. 

2. 55 

.49 

60. 16 

.48 

1.34 

.47 

3.16 

.41 

231 . 87 

.24 

25.  74 

.22 

7.21 

.47 

3.11 

.33 

15. 15 

.32 

4,  743.  23 

.30 

412. 41 

.27 

3,  448. 31 

.22 

222. 68 

.17 

5,  937.  31 

.14 

168.  91 

Special. 

129. 50 

1.14 

2.80 

.48 

63.  92 

.47 

3.05 

.30 

208. 24 

.15 

12.24 

.37 

2.89 

.33 

35. 18 

.22 

.75 

.15 

211.27 

.23 

582. 76 

.19 

83.  70 

.17 

27,  607.  44 

.15 

502. 47 

.14 

695.  75 

.13 

5.  37 

.10 

107.10 

.17 

52.  66 

.19 

2,221.31 

.14 

43.54 

.12 

179.35 

.10 

1,329.95 

.13 

146.25 

.12 

107. 52 

.10 

1 , 405.  54 

.14 

162.  56 

.29 

116.00 

.10 

129. 76 

.10 

172. 24 

80.54 
.  54 
.  54 
.54 
.  54 
.  54 
•  .  54 
.  54 
.  54 
.  54 
.47 
.38 
.38 
.38 
.38 
.38 
.  25 
.25 
.25 
.25 
.  25 
.25 
.25 
.25 
.25 
1.08 
.40 
.40 
.40 
.40 
.30 
.30 
.30 
.30 
.22 
.22 
.  22 
"  22 
!  22 
.22 
.22 
.20 
.18 
.18 
.18 
.18 
.16 
.16 
.16 
.16 
.14 
.14 
.12 


854. 16 
107. 07 
3.  89 

6.35 
694. 58 

20. 52 
49. 14 
140. 87 
147. 57 
6. 05 
57. 71 
1.06 
2. 55 
214. 90 
40. 75 
12. 45 

1.36 
11.48 

3, 940.  87 
358. 23 
3, 192. 87 
353. 05 
8, 731.35 
301.46 
120.  94 
2.  66 
53. 26 
2.60 

277. 66 
32. 64 

2.  35 

31.98 
1.03 

422. 54 
557. 43 
96.  91 
35, 727. 27 
736. 96 
1,093.32 
9.09 
23. 562 
61.96 
2, 104. 40 

55. 98 
269. 03 

2. 393.  90 
180.00 

143. 36 
2,  U47.  75 
185. 78 
56.00 

181.67 
223. 92 


NEWPORT  NEWS,  VA.,  TO  83  PER  CENT  POINTS. 


54, 505 
50, 540 
1,698, 249 


$0. 22 

$119.91 

$0. 

18 

$98.11 

.15 

75. 81 

22 

111. 19 

.14 

2, 377. 55 

• 

•>2 

3,736. 15 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


597 


Statement  of  import  freight  forwarded  from  Newport  News ,  Va.,  January  1  to  October  31, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  84  PER  CENT  POINTS. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

1,  232  . 

$0. 47 
.39 

$9. 49 
45. 68 

$0.47 

.38 

$9. 49 
44.  51 

11,  712 . 

65,313 . . 

.  17 

111.  03 

.22 

143. 69 

182, 000  . 

.14 

254. 80 

.  18 

327.  60 

l’  398  . 

.22 

3.08 

.  54 

7.55-7.55 

NEWPORT  NEWS,  VA.,  TO  78  PER  CENT  POINTS. 


2, 079  . 

$0.51 

.42 

$10. 60 
99.31 

$0.54 

.54 

$11. 23 

23^  645 . 

127. 68 

4, 939  . 

.22 

10. 87 

.54 

26. 67 

2, 352  . 

.365 

9. 46 

.40 

10.41 

260  . 

.36 

.94 

.40 

1.04 

3, 775  . . 

.  39 

18.62 

.36 

17. 19 

11  j  020  . . . 

.36 

39. 67 

.36 

39.67 

2'  408  . 

.15 

3.61 

.30 

7.22 

b,  016 . 

.15 

7.52 

.29 

14.55 

b,  480  . 

.24 

10. 75 

.24 

10.  75 

52 j  728  . 

.14 

73.82 

.24 

126.  55 

l'  120 . 

.24 

2.69 

.14 

1.57 

49, 886 . 

.14 

69.84 

.14 

69.84 

562, 500 . , 

75, 040  . 

.10 

.10 

731. 25 
75.04 

.14 

.14 

787. 50 
105. 06 

275, 840 . 

.10 

275. 84 

.13 

358. 59 

NEWPORT  NEWS,  VA.,  TO  81  PER  CENT  POINTS. 


71, 137 
55, 360 


$0. 15 

$106. 66 

$0.25 

$177. 84 

.14 

77.50 

.25 

138.  40 

NEWPORT  NEWS,  VA.,  TO  82  PER  CENT  POINTS. 


1,257  . 

$0. 54 

$6. 29 

$0.54 

$6.29 

NEWPORT  NEWS,  VA.,  TO  HUNTINGTON 

W.  VA. 

3, 799  . 

$0.54 

.47 

$20.  51 
18.  66 

$0.54 

.47 

$20.  51 
18.  66 

3^  971 . 

982  . 

.40 

3. 93 

.40 

3.  93 

451 . 

.15 

.68 

.40 

1.80 

470  . 

.38 

1.79 

.  .30 

1.41 

50,  000  . 

.10 

50. 00 

'  .18 

90.00 

NEWPORT  NEWS,  VA.,  TO  71  PER  CENT  POINTS. 


10, 330  .  . 

$0.45 

.39 

$46. 49 
5. 49 

$0.54 

.54 

$55.  78 

1,408  . 

7.60 

5, 491  . 

.22 

12. 08 

.54 

29. 65 

11,880 . 

.38 

45. 14 

.47 

55. 84 

9, 791  . 

.33 

32. 31 

.40 

39. 16 

5,419  . 

.30 

16.26 

.40 

21.68 

11, 151 . 

.28 

31.12 

.40 

44. 60 

91,354 . 

.15 

137. 03 

!  38 

347. 14 

4,407  . 

.33 

14.54 

.355 

15. 64 

1,626  . 

.15 

2. 44 

.285 

4. 63 

37. 184  _ _ _ _ 

.  18 

66. 93 

.20 

74.37 

230’  920  . 

.17 

398.  55 

.20 

461. 84 

638;  323 . 

.15 

957. 48 

.20 

1,276.65 
9, 822. 14 
179. 13 

4,911,070  . 

.14 

6, 875. 50 
107. 48 

.20 

89; 563  . . 

.12 

.20 

215, 759  . 

.  10 

215. 76 

.20 

431. 51 

255;  208  . 

.  14 

357. 15 

.16 

408. 17 

638',  400  . 

.10 

638. 40 

.16 

1,027.44 

98.56 

61 ; 603  . 

.087 

53.90 

.16 

30;  240  . 

.11 

33.26 

.13 

39.31 

66, 138  . 

.10 

66.14 

.13 

85.98 

598 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  of  import  freight  forwarded  from  Newport  News,  Va .,  January  1  to  October  31, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  74  PER  CENT  POINTS. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

40, &72  . 

o 

h- 1 

O  CO 

$77. 09 
41.50 

$0.20 

.16 

$811.14 
66. 48 

41  i  500  . 

41,495 

363 


NEWPORT  NEWS,  VA.,  TO  76  PER  CENT  POINTS. 


$0. 17 

$70. 68 

$0. 20 

.22 

.80 

.54 

$82. 99 
1.96 


NEWPORT  NEWS,  VA.,  TO  66  PER  CENT  POINTS. 


4. 414 . . . . 

$0.  39 
.  37 
.35 

$17.21 
141.  49 
6.93 

$0. 59 
.59 
.42 

38, 243  . 

1.980 . . . . 

. 

17, 656  . 

.25 

44. 14 

.41 

108, 507  . 

.19 

206. 16 

.28 

42; 041  . 

.19 

79.88 

.24 

37, 639  . 

.17 

63. 99 

.24 

96. 178  . . . . . 

.36 

137.88 

.24 

41*  474  _ _ _ _ 

.15 

62.  21 

.24 

30;  240  . 

.13 

39.  31 

.19 

36li 369  . 

.  11 

392. 80 

.19 

44; 800  . 

.10 

44. 80 

.19 

$26.04 

225. 63 
8.32 

72. 39 
303. 82 
100.90 
90.33 

163. 63 
99. 54 
57.46 

687. 11 
85. 12 


NEWPORT  NEWS,  VA.,  TO  67  PER  CENT  POINTS. 


7, 524  . 

$0. 37 
.31 

$27. 84 
24.  56 

$0. 545 
.47 

$41.01 

37.24 

7;  924  . 

320  . 

.27 

.86 

.40 

1.28 

1,  600  . 

.27 

4.32 

.355 

5.68 

'400  . 

.15 

.60 

.285 

1.14 

392, 000  . 

.10 

392. 00 

.13 

509. 60 

NEWPORT  NEWS,  VA.,  TO  95  PER  CENT  POINTS. 


1,260  . 

$0.15 

$1.88 

$0.33 

$4.16 

NEWPORT  NEWS,  VA.,  TO  96  PER  CENT  POINTS. 


1,692  . 

$0.  64 
.22 

$2.  71 

$0. 56 
.56 

$2.37 

365  . . 

.80 

2.04 

835  . 

.45 

3. 76 

.41 

3.42 

812 . 

.22 

1.79 

.33 

2.68 

22,928  . 

.  15 

57. 32 

.33 

75.  66 

43, 150  . 

.31 

133.  77 

.28 

120.  82 

20;  674  . 

.29 

59.95 

.28 

57.88 

454; 675  . 

.14 

636.  55 

.28 

1,273.09 
100. 18 

41  i  741 . 

.15 

62. 61 

.24 

1,076,370  . 

.  14 

1, 506.  92 
958.03 

.24 

2, 583.  29 
1, 300. 18 
566. 03 

' 684; 307  . 

.14 

.19 

297; 910  . 

.10 

297. 91 

.19 

80,000  . .  .  * . 

.12 

96.00 

.  18 

144.00 

199;  000  . 

.  10 

199.  00 

.  18 

358. 20 

485;  308 . 

.12 

582.  37 

.16 

776.  49 

4, 610;  580  . 

.10 

4, 610.  58 

.16 

7,376.93 

NEWPORT  NEWS,  VA.,  TO  97  PER  CENT  POINTS. 


887  . 

$0.22 

$1.95 

$0.57 

$5.06 

2, 650  . 

.46 

12. 59 

.42 

11.12 

40;  000  . 

.12 

48.00 

.16 

64.00 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


599 


Statement  of  import  freight  forwarded  from  Newport  News,  Va.,  January  1  to  October  31, 
1905 ,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  90  PER  CENT  POINTS. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

540 . 

OWOi 

O  <M 

© 

$3.24 
2. 96 
85. 61 

$0.54 

.32 

.27 

$2.92 
4. 30 
79.80 

1, 344  . 

29'  520  . 

NEWPORT  NEWS,  VA.,  TO  92  PER  CENT  POINTS. 


1, 441 .  . 

$0.15 
.  14 

$2. 16 
44.61 

$0. 32 
.23 

$4.61 
73. 29 

31, 866  . 

44, 800  . 

.10 

44.80 

.  18 

80.  64 

112'  500  . 

.  13 

146. 25 

.  17 

191.  25 

33' 600  . 

.12 

40.  32 

.15 

49.40 

347^  200  . 

.10 

347.  20 

.15 

520. 80 

NEWPORT  NEWS,  VA.,  TO  93  PER  CENT  POINTS. 


1,872  . 

$1.24 

.69 

$23. 31 
1.79 

$1.08 

.54 

$20. 22 
1.56 

289  . 

13, 316 . 

.62 

82. 56 

.  54 

85. 22 

13;  428  . 

.42 

56. 40 

.54 

72. 51 

l' 050  . 

.32 

3.36 

.54 

5.  67 

37; 788  . 

.22 

83.13 

.  54 

204.  06 

3!  362  . 

.44 

14.  79 

.40 

13.45 

126, 190  . 

.15 

189. 29 

.40 

504. 76 

15' 210  . 

.35 

53.24 

.32 

48.  67 

25, 243  . 

.15 

37. 86 

.32 

80.  78 

'920  . 

.30 

2.  76 

.27 

2.  48 

32, 452  . 

.25 

81. 13 

.23 

74.  64 

41 ' 336  . 

.23 

95. 07 

.23 

95.  07 

139,972  . . 

.  17 

237. 95 

.23 

321.  94 

470i 476  . 

.15 

705. 71 

.23 

1,082.09 
741. 03 

322, 189  . . . 

.  14 

451.06 

.23 

133^  892  . 

.  10 

133. 89 

.17 

237.  62 

6, 417^  600  . 

.12 

7, 701. 12 

.16 

10, 278. 16 

NEWPORT  NEWS,  VA.,  TO  DANVILLE,  KY. 


336 


$0.  69 


$2.  32 


$0.69 


$2. 32 


NEWPORT  NEWS,  VA.,  TO  NASHVILLE,  TENN. 


49, 187  . 

$0. 28 

$137.  72 

$0.  28 

$137. 72 

NEWPORT  NEWS,  VA.,  TO  SELMA,  ALA. 

920  . 

$0. 52 

$4.78 

$0.52 

H- 

OO 

NEWPORT  NEWS,  VA.,  TO  CHATTANOOGA,  TENN. 

1,680  . 

$0. 52  ’ 

OO 

$0.52 

$8.74 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


600 


Statement  of  import  freight  for  mar  (led  from  Newport  News,  Va.,  January  1  to  October  SI, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  100  PER  CENT  POINTS. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

78, 556  . 

$0.  67 

$524. 92 
352. 63 

$0. 59 

$463. 48 
352. 63 

59,  767  . . . . . . . ... 

.59 

.59 

1 !  008  . . 

.48 

4.84 

.59 

5.  95 

207. 304  _ 

0 

.42 

850. 68 

.59 

1,015. 79 
272. 44 

(59*  857  . 

.37 

258. 47 

.59 

15, 334  . 

.25 

38.  34 

.59 

90. 47 

41, 292  . 

.22 

90. 84 

.59 

243. 62 

26'  087  . 

.57 

148. 69 

.51 

133. 04 

.  8 A76 . 

.51 

41.70 

.51 

41.70 

4, 480 . 

.32 

14.34 

.51 

22.  85 

896  . 

.  57 

5.11 

.43 

3.86 

16. 763  . 

.48 

80.  36 

.43 

72. 08 

19,979  . 

.47 

93.90 

.43 

75. 91 

22'  486  _ _ _ 

.40 

89.94 

.43 

96.69 

1.244  . 

.38 

4. 73 

.43 

5. 35 

907  . 

.32 

2.90 

.43 

3.90 

39, 818  . 

.30 

119. 45 

.43 

171.26 

62'  496  . 

.15 

93.74 

.43 

268. 73 

15'  431 . 

.38 

58. 64 

.34 

52. 47 

32^  554  . 

37 

120. 45 

.34 

110. 08 

580  . 

36 

2.09 

.34 

1.97 

1,742  ...: . 

.34 

5.  92 

.34 

5.92 

2, 685  . ! . 

.32 

8.59 

.34 

9. 13 

T  813 . 

.26 

4. 71 

.34 

6. 16 

142,511  . 

.15 

213. 77 

.34 

484.54 

193' 722  . 

.32 

619.  91 

.29 

560.  79 

167'  596  . 

.29 

486. 03 

.29 

486. 03 

48' 076  . 

.22 

105. 77 

.29 

138. 42 

677' 642  . 

.27 

1, 818. 83 
642. 33 

.25 

1,684.10 
642. 33 

256' 943  . 

.25 

.25 

133i 908  . 

.23 

307. 99 
412. 89 

.25 

334.77 

187, 675  . 

.22 

.25 

469. 16 

5, 256 ! 856  . 

.17 

8, 936. 66 
392. 97 

.25 

13,142. 14 
654.  95 

'261,982  . 

.  15 

.25 

1 , 482' 244  . 

.14 

2, 075. 14 
70.80 

.25 

3, 705.  61 
177. 00 

70j  803  . 

.10 

.25 

118' 094  . 

.22 

259. 81 

.20 

236. 19 

63'  716 . 

.215 

136. 99 

.20 

127. 43 

590, 066  . 

.  14 

826. 09 

.20 

1, 180. 13 
213.92 

106,961  . 

.10 

106.  96 

.20 

3, 182, 234  . 

.10 

3, 182.  23 

.19 

6, 046. 24 
304.54 

'  179,'  200  . 

.10 

179. 20 

.17 

232, 208  . 

.10 

232. 21 

.15 

348. 31 

NEWPORT  NEWS,  VA.,  TO  108  PER  CENT  POINTS. 


1, 070, 053 


$ 0 . 19 


$2,033.10  !  $0.27 


$2, 889. 14 


NEWPORT  NEWS,  VA.,  TO  110  PER  CENT  POINTS. 


1,444  . 

$0. 75 
.73 

$10. 83 
6.  64 

$0.67 

.67 

$9.67 
6. 10 

910 . 

3, 404  . 

.25 

8.51 

.67 

22. 81 

1,847  . 

.54 

9.  97 

.49 

7.39 

1,680  . 

.33 

5.54 

.49 

8.23 

1,115  . 

.17 

1.90 

.48 

5.38 

700  . 

.  17 

1.19 

.41 

2.85 

131,018  . 

.17 

222. 73 

.38 

497. 77 

30, 937  . 

.19 

58.28 

.28 

86. 62 

45, 569  . 

.10 

45.57 

.19 

86.58 

NEWPORT  NEWS,  VA.,  TO  116  PER  CENT  POINTS. 


% 


$0. 77 


$1.62 


$0.71 


$1.49 


210 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


60 1 


Statement  of  import  freight  forwarded  from  Newport  News,  la.,  January  1  to  October  31, 
1905 ,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  120  PER  CENT  POINTS 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

436  . 

SO.  82 

S3. 48 
2.  73 

SO.  74 
.  64 

S3. 23 
2.50 

390  . 

.70 

4, 414 .  . 

.  19 

8.39 

.46 

20. 10 

6.  750 . 

.  19 

12. 83 

.42 

28.  35 

40,  000  . 

.15 

60.00 

.25 

100.00 

NEWPORT  NEWS,  VA.,  TO  122  PER  CENT  POINTS. 


1 , 284  . 

SO.  59 
.19 

S7.58 
2.  45 

SO.  55 
.43 

S7.06 
5. 54 

1, 288  . 

68'  702  . 

.37 

254.20 

.37 

254. 20 

40'  000  . 

.15 

60. 00 

.26 

104.00 

60, 000  . 

.13 

78.00 

.26 

156. 00 

NEWPORT  NEWS,  VA.,  TO  122  PER  CENT  POINTS. 


515 . 

SO.  80 
.30 

S4. 12 
4. 53 

SO.  81 
.81 

SI.  17 
12.22 

1,509  . 

13' 177  . 

.33 

43. 48 

.47 

61.93 

V  103 . 

.24 

2.65 

.47 

5.  31 

'873  . . . 

.21 

1.83 

.47 

4. 10 

20, 590  . 

.24 

49. 40 

.35 

72.  07 

53^  668  . 

.34 

182.  47 

.34 

182.  47 

335',  685  . 

.33 

1,107.76 
504. 00 

.34 

1, 141. 33 
1,142.40 

336”  000  . 

.15 

.34 

40,275 . 

.15 

60.41 

.28 

112. 77 

438 j 730  . 

.15 

658. 09 

.23 

1, 009. 08 

NEWPORT  NEWS,  VA.,  TO  BIRMINGHAM,  ALA.,  AND  POINTS  TAKING  SAME  RATES. 


12, 129  . 

SO.  84 
.79 

S101.88 

64.51 

SO.  84 
.  .79 

S101.88 

64.51 

8, 166 . 

23, 098  . 

.52 

120. 11 

.52 

120. 11 

9;  625 . 

.43 

41.39 

.43 

41.39 

33^  950  . 

.24 

81.48 

.24 

81.48 

113',  190 . 

.20 

226. 38 

.20 

226. 38 

339'  850  . 

.1875 

81.48 

.1875 

81.48 

NEWPORT  NEWS,  VA.,  TO  NATCHEZ,  MISS.,  AND  POINTS  TAKING  SAME  RATES. 


1,696  . 

SO.  92 
.82 

S14.  60 
3.  90 

SO.  92 
.82 

S14. 60 
3.90 

475  . 

4,480  . 

.66 

29.  57 

.71 

30. 81 

2, 240  .  . 

.66 

14. 78 

.66 

14.78 

230  . 

.61 

1.40 

.61 

1.40 

56, 345  . 

.29 

163.40 

.29 

163. 40 

40'  000  . 

.27 

108.  00 

.27 

108.00 

40,000  . 

.20 

80.00 

.20 

80. 00 

NEWPORT  NEWS,  VA.,  TO  NEW  ORLEANS,  LA. 


159 . 

SO.  95 

SI.  41 

SO.  95 

SI.  41 

1,020  . . 

.50 

5.10 

.50 

5. 10 

238j  500  . 

.25 

596. 25 

.25 

596. 25 

G  02 


KATES 


DIGEST  OF  HEARINGS  ON  RAILWAY 


Statement  of  import  freight  forwarded  from  Newport  News,  Va .,  January  1  to  October  81, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  DES  MOINES,  IOWA. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

470 . 

$1. 205 

$5.  66 

$1.27 

$5.  % 

3, 327  . 

.44 

14.64 

1.27 

42.25 

'690  . 

.92 

6.35 

.93 

7.04 

340  . 

.26 

.88 

.93 

3.15 

1, 150 . 

.26 

2.  99 

.84 

9. 66 

'335  . 

1.205 

4.04 

.74 

2. 48 

13, 544  . 

.26 

35.21 

.74 

100.23 

NEWPORT  NEWS,  VA.,  TO  DENVER,  COLO.,  AND  POINTS  TAKING  SAME  RATE. 


2, 925  . 

$2. 448 

$71.60 

$2.33 

2. 33 

$68. 15 

440  . 

2.11 

9.28 

10.25 

31, 358  . 

1.40 

439.  01 

2.33 

730. 64 

2, 884  . 

1.33 

38.36 

1.61 

45.33 

4,'  896  . 

1.33 

65.12 

1.47 

71.87 

29, 869  . 

.62 

185. 19 

.925 

276. 29 

35' 280  . 

.48 

169.  34 

.90 

37.52 

413' 314  . 

.59 

2, 438. 56 
886. 13 

.74 

3,058.52 

1,021.30 

150^ 191  . 

.59 

.63 

NEWPORT  NEWS,  VA.,  TO  SPOKANE,  WASH. 


281 . 

$4. 96 

3.  294 

$13. 94 

$4.00 

3.00 

$11. 24 
14. 91 

497  . 

16.  37 

5,147  . 

2.28 

117. 35 

2.00 

102.  94 

6^  070  . 

2.15 

130. 51 

2.00 

121. 40 

i; 325  . 

2.  76 

36.57 

1.75 

23. 19 

l' 400  . 

2.  388 

33. 43 

1.75 

24. 50 

'832  . 

2. 18 

18. 14 

1.60 

13. 31 

1, 007  . 

2. 05 

20.64 

1.60 

16.11 

101 . 

2. 57 

2.60 

1.30 

1.31 

679  . 

2.20 

14.  94 

1.30 

8.83 

15, 645  . 

2.  08 

325. 42 

1.30 

203. 39 

13^  599  . 

1.95 

265. 18 

1.30 

176. 79 

9’  554  . 

1.70 

162.42 

1.30 

124. 20 

NEWPORT  NEWS,  VA.,  TO  SHEBOYGAN,  WIS. 


76, 875 


$0. 10 


I  I 

$76.88  J  $0.41  ! 


$315. 19 


NEWPORT  NEWS,  VA.,  TO  COMBINED  LOCKS,  WIS.,  AND  POINTS  TAKING  SAME  RATES. 


218, 339  . 

$0. 195 
.19 

$125. 76 
76.00 

$0.33 

.33 

$720.52 

132.00 

40, 000  . 

145,600  . 

.175 

254. 80 

.33 

480. 58 

133;  280  . 

.  17 

226. 58 

.33 

439. 82 

89, 600  . 

.165 

147.84 

.33 

295.  68 

2, 182,  289  . 

.155 

3,332. 55 

.33 

7,201.55 

NEWPORT  NEWS,  VA.,  TO  MINNEAPOLIS,  MINN. 


577,  500 


$0.20  $1,155.00  $0.47 


$2, 714. 25 


NEWPORT  NEWS,  VA.,  TO  SEATTLE,  WASH.,  AND  POINTS  TAKING  SAME  RATES. 


382  . 

$4.50 

1.35 

$17. 19 
14.88 

$4.00 

4.00 

$15.28 

44.08 

1,102  . 

i; 178  . 

3.00 

35.  34 

3.00 

35.34 

738  . 

2.03 

14. 98 

3.00 

22.14 

1,481  . 

a. 88 

27. 84 

3.00 

44.43 

625  . 

1.71 

10.  69 

3.00 

18. 75 

231 . : . 

1.03 

23.  79 

3.00 

69.30 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


603 


Statement  of  import  freight  forwarded  from  Newport  News,  Va.,  January  1  to  October  31, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  SEATTLE,  WASH.,  AND  POINTS  TAKING  SAME  RATES— Cont’d. 


Weight  (in  pounds). 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

171 . 

$2. 60 

2. 20 

$4. 45 

$2. 20 
2.20 

$8.  76 
36.28 

1,649  . 

36. 28 

l'  675  . 

1.78 

29. 82 

2.20 

36. 85 

L  456  . 

1.404 

20. 44 

2.20 

32.03 

105 . 

1.34 

1.41 

2. 60 

1.68 

780  . 

3.  00 

23.40 

2. 00 

15.  60 

867  . 

2.00 

17. 34 

2.00 

17.34 

662  .  . 

1.22 

8.08 

2.00 

13.24 

1,098  . 

.85 

9. 33 

2.00 

21.96 

137'  875  . 

.  80 

1,102. 00 

2.  00 

2, 757. 50 

] ’ 200  . 

1.88 

22. 56 

1.75 

21.  00 

3'  025  . 

1.75 

22.69 

1.75 

22.  69 

321 _ , . 

1. 20 

3.85 

1.75 

5.  62 

6,469  . 

.94 

60. 81 

1.75 

113. 18 

2'  078  . 

.89 

18.49 

1.  75 

36.  37 

138 . 

1.12 

1.55 

1.60 

2.21 

481 . 

1.02 

4.  91 

1.60 

7.70 

15, 880  . 

.85 

134.98 

1.  60 

233.  08 

10, 090  . 

.83 

83.82 

1.60 

161.58 

3'  730  . 

.80 

29.84 

1.60 

59. 68 

l'  365  . 

.87 

11.  88 

1.30 

17. 75 

130 . 

.83 

1.05 

1.30 

1.69 

178, 967  . 

.75 

1,242. 26 
128. 10 

1.30 

2,326.  57 

18' 300  . 

.75 

1.30 

'  237.  90 

2'  830  . 

.67 

18.96 

1.  30 

36.  79 

NEWPORT  NEWS,  VA„  TO  MINNEAPOLIS,  MINN.,  AND  POINTS  TAKING  SAME  RATES. 


2,384  . 

$1.07 

.77 

$25. 51 
13. 48 

$0.  99 
.72 

$23.  60 

L  750  . 

12. 60 

997  . 

.65 

6.48 

.55 

5.48 

570  . 

.55 

3. 14 

.55 

3.14 

1, 140 . 

.15 

1.70 

.55 

6.27 

78' 400  . 

.23 

180.  32 

.47 

368.  48 

105'  840  . 

.20 

211.68 

.47 

497. 45 

7,222,997 . . 

.20 

14, 445. 99 
112. 22 

.41 

29,  614.  29 
119.46 

36,200  . 

.31 

.33 

44'  349  . 

.27 

119. 74 

.33 

146. 35 

407'  182 . 

.20 

814.  36 

.33 

1,343.  70 

NEWPORT  NEWS,  VA.,  TO  WINNIPEG,  MANITOBA. 


2, 483  . 

$1.71 

1. 4689 

$42. 05 
40.76 

$2.  09 
2.  09 

$51. 89 
58.  00 

2, 775  . 

1 , 889  .  . 

1.221 

23.  05 

2.09 

39.48 

12^  343  . 

1.166 

143.  92 

2.09 

352.  97 

3i  211 . 

1. 1373 

36.  52 

2.09 

67.11 

67,  613 . 

.7498 

506.  96 

2.  09 

1,413.11 
15. 48 

740  . 

.6463 

4.  78 

2.  09 

24, 000  . 

.  5824 

139.  78 

2. 09 

501.60 

47,'  484  . 

.  6503 

308.  79 

1.79 

844.  96 

17'  147 . 

.6498 

91.  42 

1.30 

222. 91 

75,251  . 

.  5212 

392. 21 

1.30 

978. 26 

54, 355  . 

.  5067 

275.  42 

1.22 

663. 13 

570 . 

.851 

4.85 

1.15 

6.  56 

52, 080  . 

.69 

359. 35 

.93 

484. 34 

52, 682  . 

.526 

277. 11 

.93 

489.  74 

30 '  660  . 

.6453 

197.  85 

.89 

272. 87 

48' 573  . 

.526 

255. 49 

.89 

432.  30 

189'  1 75 . 

.  5969 

1,129. 19 

.89 

1 , 868.  66 
492.11 

55, 293  . 

.52 

'  287. 52 

.89 

259;  560  . 

.511 

1,326. 35 
364.11 

.89 

2, 310. 08 
732.  65 

82, 830  . 

.4426 

.89 

68; 208  . 

.  5179 

353. 26 

.81 

552. 48 

45,472  . . 

.4424 

201. 17 

.81 

368. 32 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


004 


Statement  of  import  freight  forwarded  from  Newport  News ,  Va.,  January  1  to  October  31, 
1905 ,  inclusive ,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  VICTORIA,  B.  C. 


1,260 
2,026 
106, 593 
415 
3, 325 
24, 640 
3,775 
127, 537 
13,  730 
30,  000 
2,618 


Weight  (in  pounds). 


Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

SI. 786 

S22. 50 

$3.05 

$38.42 

1. 7676 

35. 81 

3.05 

67.79 

1.66 

1,769. 44 

3.05 

3,251.09 

1.47 

6. 10 

3.05 

14. 53 

1.407 

46. 78 

3. 05 

101.41 

1.2267 

302. 46 

3.05 

751. 52 

.5843 

22. 06 

3.05 

115. 14 

.  7258 

925. 66 

1.95 

2, 486. 97 

.5186 

71.20 

1.80 

247. 14 

.  54 

172. 00 

1.70 

510. 00 

.974 

25.50 

1.55 

40. 58 

NEWPORT  NEWS,  VA.,  TO  QUINNESEC,  WIS. 


385, 280  . 

SO. 185 
.175 

$712. 77 
548. 80 

SO.  33 
.33 

$1,271.42 
1, 034. 88 

31 3 j  600  . 

NEWPORT  NEWS,  VA.,  TO  LINCOLN,  NEBR. 

4 

45,304  . j  $0. 25 

S113. 26 

$0.51 

$231. 05 

NEWPORT  NEWS,  VA.,  TO  RICHMOND,  VA. 

14, 610  . 

SO.  26 

$37. 99 

SO.  26 

$37. 99 

772  . 

.20 

15. 54 

.26 

20. 21 

154,891  . 

.12 

185.  87 

.26 

402. 72 

423  . 

Special. 

2.55 

.26 

1.10 

2, 471  . 

a.  36 

3.24 

.36 

3.24 

3, 334  . 

.26 

8.  67 

.22 

7.34 

44, 757  . 

.22 

98.  47 

.22 

98. 47 

17,290  . 

.16 

28.66 

.22 

38.04 

1, 130  . 

.12 

1.66 

.22 

2. 49 

28,  699  . 

.08 

22.96 

.22 

63.14 

5, 492  . 

Special. 

11.24 

.22 

12.08 

454  . 

.22 

1.00 

.18 

8. 82 

25, 946  . 

.18 

46.  70 

.18 

46.  70 

21,904 . 

.17 

37.24 

.18 

39. 43 

16, 050  . 

.16 

25.69 

.18 

28. 89 

370  . 

.19 

.70 

.16 

.59 

63,  220  . 

.16 

101. 15 

.16 

101. 15 

25, 429  . 

.08 

20.34 

.16 

40.  69 

163,437  . 

.15 

245. 15 

.15 

245. 15 

44, 800  . 

.10 

44.80 

.  15 

67. 20 

1,951,397  . 

.08 

1,561.12 

.15 

2, 927. 10 

293, 975 . 

.12 

352. 77 

.12 

352.  77 

211,385  . 

.10 

211.39 

.10 

211.39 

36, 071  . 

.08 

28.86 

.10 

36.07 

70, 415 . 

.07 

49. 29 

.10 

70.41 

1,341,683  . 

.06 

805. 01 

.10 

1,341.68 

44,800  . 

.05 

22. 40 

.10 

44.80 

433, 526  . 

.03 

130.  06 

.10 

433.53 

52, 412 . 

Special. 

56.  75 

.10 

52. 41 

252, 000  . 

*>.05 

90.00 

.10 

252.00 

12, 898  . 

.10 

12.90 

.09 

11.61 

92, 246  . 

.09 

83.02 

.09 

83. 01 

271,375  . 

.07 

189.% 

.09 

244.20 

486, 698  . 

.06 

292.02 

.09 

438. 43 

506,  234  . 

el.  00 

229. 10 

.09 

455. 61 

81 , 064  . 

Special. 

48. 26 

.09 

72.% 

32, 040  . 

.13 

41.65 

.08 

25.63 

474,855 . 

.08 

379.88 

.08 

379.88 

119,614  . 

.075 

89. 71 

.08 

95.69 

541.334  . 

.055 

297.73 

.08 

433.07 

13,415  . 

.05 

6. 71 

.08 

10. 73 

a  Per  barrel. 


*>Per  bag. 


cTon. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


605 


Statement  of  import  freight  forwarded  from  Newport  News,  Va.,  January  1  to  October  31, 
1905,  inclusive,  comparing  revenue  on  import  and  domestic  rate  basis — Continued. 

NEWPORT  NEWS,  VA.,  TO  RICHMOND,  VA— Continued. 


Weight  (in  pounds) 

Imports. 

Domestic. 

Rate. 

Revenue. 

Rate. 

Revenue. 

1,016,720  . 

Special. 

$605. 30 

$0. 08 

$813. 38 

5, 680  . . 

SO.  13 

7.38 

.07 

3.98 

772, 376  . 

.07 

540. 66 

.07 

540.  66 

27, 694  . 

.05 

13.85 

.07 

19. 39 

284,239  . 

•  .04 

113.70 

.07 

198.  96 

102,467  . 

.07 

71.73 

.05 

51. 23 

1,852,474  . 

.05 

926. 24 

.05 

926. 24 

342, 460  . 

.04 

134.  98 

.05 

171.23 

6,892,889  . 

.03 

2, 067. 87 

.  05 

3, 446. 44 

336, 956  . 

Special. 

115. 43 

.05 

168. 48 

133, 823  . 

.06 

80.29 

.04 

53.  53 

30, 110 . 

.05 

15.06 

.04 

12. 04 

874, 608  . 

.04 

349. 84 

.04 

349.  84 

Newport  News,  Va.,  January  5,  1906. 

E.  H. 


The  Delaware,  Lackawanna  and 

Western  Railroad  Company, 

New  York  City ,  November  J,  1905. 

Dear  Sir:  With  an  apology  for  delay,  caused  largely  by  absence  on 
my  part,  we  now  beg  to  give  the  following  information,  in  further 
response  to  the  questions  raised  in  your  letter  of  October  2,  with  respect 
to  rates  applicable  b}T  this  company  on  import  traffic  as  compared  with 
rates  charged  on  domestic  traffic. 

We  have  assumed  that  your  inquiry  had  reference  only  to  traffic 
imported  through  United  States  ports,  reaching  such  port  by  vessel 
from  foreign  ports. 

We  have  participated  in  published  through  rates  from  certain  foreign 
ports  only  on  traffic  destined  to  the  Pacific  coast,  the  through  rates 
being  made  in  competition  largely  with  the  all-water  routes.  The  traffic 
which  we  have  handled  on  such  tariffs,  however,  was  infinitesimal — 
too  small,  we  are  sure,  to  warrant  your  consideration.  Most  of  our 
rates  applicable  on  import  business  have  been  in  the  nature  of  propor¬ 
tional  rates  from  New  York  to  inland  points,  and  we  inclose  herewith 
copies  of  our  import  proportional  tariffs,  as  follows: 

No.  6.  In  effect  February  1,  1905,  to  central  freight  territory. 

No.  7.  In  effect  May  15, 1905,  to  Missouri  common  points  and  stations 
intermediate  thereto. 

Since  your  letter  has  been  received  provision  has  been  made  for  the 
withdrawal  on  January  1,  1906,  of  a  considerable  number  of  these 
rates  amounting  to,  perhaps,  33i  per  cent  of  the  total,  the  result  of 
which  will  lie  to  make  the  commodities  in  question  on  import  traffic 
subject  to  the  same  basis  of  rates  as  applicable  to  domestic  traffic. 
We  have  noted  on  the  tariffs  in  question  in  black  ink  a  description  of 
the  commodities  referred  to. 


606 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


We  also  inclose  the  following-described  copies  of  our  domestic 
tariffs,  showing  rates  which  are  susceptible  of  comparison  with  the 
import  proportional  rates,  viz: 

I.  C.  C.  2711,  effective  July  1,  1903,  on  commodities,  also  supple¬ 
ments. 

1.  C.  C.  2818,  effective  September  1,  1903,  on  classes,  including  sup¬ 
plements. 

It  will  be  observed  that  on  tariff  No.  7,  import  proportional  rates, 
we  have  noted  in  red  the  rates  applicable  on  domestic  traffic  to  the 
same  destinations  for  easy  comparison  with  the  import  rates. 

The  import  tonnage  handled  b}^  this  compan}7  for  the  first  eight 
months  of  the  current  year,  including  that  based  on  such  rates  destined 
to  points  be\7ond,  is  shown  in  attached  statement,  which  gives  in  detail 
the  classes,  as  well  as  the  commodities,  and  from  which  you  will  see 
that  the  total  amount  of  import  tonnage  was  but  8,884  tons,  of  which 
but  5,543  was  handled  on  the  reduced  import  proportional  rates,  the 
balance  being  handled  on  the  domestic-rate  basis.  During  the  same 
period  we  handled  to  corresponding  territory  87,730  tons  of  domestic 
traffic. 

From  the  above  it  will  be  seen  that  out  of  a  total  west-bound  ton¬ 
nage  from  New  York  of  96,614  tons,  but  5.7  per  cent  was  handled  on 
the  import  proportional  rates. 

We  trust  that  this  information  will  be  sufficient  for  your  purpose, 
and  that  it  will  not  be  necessary  for  you  to  have  figures  showing  the 
revenue  derived,  as  compilation  of  this  information  would  entail  enor¬ 
mous  labor  and  take  a  great  length  of  time  to  prepare. 

In  this  connection  I  desire  to  state  that  the  position  of  this  com¬ 
pany  has  been  and  is  now  that  of  opposition  to  the  use  of  materially 
lower  rates  on  import  traffic  than  those  applicable  to  domestic  traffic, 
and  that  our  use  of  the  lower  basis  on  import  rates  has  in  all  cases 
been  forced  upon  us  in  order  to  place  the  port  of  New  York  on,  as 
nearly  as  possible,  a  parity  with  southern  ports  after  eveiy  practica¬ 
ble  effort  had  been  made  on  our  part  to  prevent  the  adoption  of  an 
abnormally  low  basis  of  rates  from  and  through  other  ports. 

Respectfully, 


B.  D.  Caldwell, 

Vice-  President . 


Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington ,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


607 


The  statement  referred  to  in  the  foregoing  is.  as  follows: 

Import  commodities  from  New  York  City  by  the  Delaware ,  Lackawanna  and  Western  Rail¬ 
road,  January  1  to  August  81,  1905. 


Commodity:  Tons. 

Magnesite .  337 

Soda  ash .  17 

Brewers’  rice .  472 

Bagging  and  burlaps .  592 

Flax  waste .  62 

Nitrate  of  soda .  660 

Caustic  soda .  91 

Sulphate  of  potash .  56 

Ferro  manganese .  62 

Plate  glass .  12 

Iron  pyrites . . 3,  076 

Cement . . .  36 

Carbonate  of  potash .  16 

Sulphate  of  soda .  16 

Tea . 38 


Total .  5,543 


Total  import  tonnage: 

Class  1 .  343 

Class  2 .  223 

Class  3 .  1,055 

Class  4 .  58 

Class  5 .  1,092 

Class  6 .  233 

Commodities .  5,543 

Iron .  64 

California .  273 


Total .  8,  884 


Total  west-bound  tonnage,  96,614. 
Commodities,  per  cent  of  total  tonnage,  5.7. 


Grand  Trunk  Railway  System, 

Montreal ,  Quebec,  October  62I±,  1905. 

Dear  Sir:  I  beg  to  acknowledge  receipt  of  your  favor  of  October 
22,  respecting  the  rates  charged  from  the  Atlantic  seaboard  on  import 
traffic  compared  to  rates  charged  on  similar  domestic  traffic. 

The  import  traffic  carried  by  the  Grand  Trunk  Railway  System  from 
Montreal  in  summer  and  Portland  in  winter  is  very  small  to  United 
States  points. 

It  is  not  practicable  to  make  a  comparison  from  Montreal  between 
the  import  rates  on  traffic  destined  to  United  States  points  and  rates 
upon  similar  domestic  traffic,  for  the  reason  that  there  are  not  any 
similar  domestic  shipments,  Montreal  to  United  States  points. 

I  inclose  tariffs  as  under,  viz: 

EFFECTIVE. 

I.  C.  C.  462,  March  30,  1905;  supplement  1  thereto,  May  23,  1905.  Showing  import 
rates  in  effect  from  Montreal  and  Portland  to  certain  points  east  of  the  Mississippi 
River. 

I.  C.  C.  481,  May  13,  1905;  supplement  1  thereto,  June  21,  1905.  From  Montreal 
and  Portland  to  Missouri  River  points. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 
#  • 


608 


I.  C.  C.  477,  May  2,  1905.  Montreal  to  United  States  points,  east  and  west  on 
imported  oranges  and  lemons. 

Supplement  4  to  I.  C.  C.  452,  May  1,  1905.  From.  Montreal  and  Portland,  giving 
import  commodity  rates  to  points  in  Maine  and  Quebec. 

Also  National  Despatch  Line  tariffs  on  domestic  shipments. 

I.  C.  C.  18,  November  1,  1901;  and  supplements  45,  47,  49,  50,  and  51  thereto. 
From  New  York,  Boston,  and  New  England  points  to  Western  States  points. 

I.  C.  C.  49,  April  5,  1905,  and  amendments  1,  3,  4,  5,  6,  7,  9,  10,  11,  and  12  thereto. 
Also  the  undermentioned  tariffs  applying  on  domestic  traffic,  viz: 

I.  C.  C.  289,  July  23,  1902;  supplement  11  thereto,  January  29,  1905. 

Also  supplement  13  to  E.  T.  3,  State  of  Maine  traffic,  no  I.  C.  C.  number. 

E.  Y.  4,  June  9,  1902,  no  I.  C.  C.  number.  Supplement  2  thereto,  April  1,  1903, 
no  I.  C.  C.  number. 

I.  C.  C.  336,  August  1,  1903. 

Extract  from  trunk-line  statistics  on  import  traffic  to  United  States  points,  showing  Grand 

Trunk  Railway  shipments. 


Date. 

Via  Port¬ 
land. 

Via  Mon¬ 
treal. 

1905. 

J  anuary . 

Tons. 

1,530 

Tons. 

February  . 

1,626 

March . 

L282 

1,145 

April  . 

May . 

1,059 

489 

520 

June . 

686 

I  shall  be  pleased  to  furnish  further  information  if  desired. 
Yours,  truly, 

John  W.  Loud, 

Freight  Traffic  Manager. 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  /States  Senate ,  Washington ,  D.  C. 


Illinois  Central  Railroad  Company, 

Chicago ,  October  25,  1905 . 

Dear  Sir:  Your  letter  of  October  2  was  received  in  my  office  in 
New  York  during  my  absence  therefrom,  which  accounts  for  the  delay 
in  making  this  reply.  It  was,  however,  promptly  referred  to  our  offi¬ 
cers  at  the  West  with  a  request  that  they  give  me  the  information 
which  would  enable  me  to  answer  the  questions  raised  in  your  letter. 

Understanding,  as  I  do,  that  the  only  comparison  of  rates  which 
can  be  made  would  be  between  those  on  imported  articles  that  are  also 
produced  or  manufactured  at  the  port  of  transhipment,  1  beg  to  point 
out  that  the  onty  port  served  by  the  Illinois  Central  and  Yazoo  and 
Mississippi  Valley  Railroad  companies  is  New  Orleans,  and  that  we  have 
not,  on  examination  of  the  list  of  articles  imported  through  New 
Orleans  to  interior  ports,  found  that  any  of  these  articles  are  produced 
or  manufactured  in  New  Orleans,  the  movement  of  traffic  from  that 
city  to  the  interior  of  articles  originating  therein  consisting  of  other 
products.  Hence  it  is  impossible  to  make  the  comparison  asked  for. 

Very  truly,  yours, 

Stuyvesant  Fish,  President. 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington,  1).  (  . 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


609 


Lehigh  Valley  Railroad  Company, 

New  York ,  October  1905. 

Dear  Sir:  Further  replying  to  your  letter  of  October  2,  asking  us 
to  give  you  a  statement  showing  the  through  rates  from  foreign 
points  on  import  traffic  upon  which  we  accepted  as  the  rail  proportion 
of  the  through  rates  lower  sums  than  were  in  force  at  the  same  time 
for  domestic  traffic  originating  at  the  American  ports  of  transship¬ 
ment  and  carried  to  the  same  inland  destination  during  the  year  1905, 
and  the  amount  of  business  done  at  those  rates,  also  the  corresponding 
domestic  rates  from  the  port  of  transshipment — 

After  conference  with  our  accounting  department  we  find  that  our 
records  are  kept  in  such  shape  that  it  will  not  be  possible,  without 
great  labor  and  expense,  to  pick  out  the  data  necessary  to  literally 
comply  with  your  request.  It  occurs  to  me,  however,  that  the  infor¬ 
mation' you  desire  can  be  substantially  given  by  a  statement  which  I 
inclose,  covering  import  traffic  handled  by  this  company  from  the  port 
of  New  York  from  January  1  to  August  31,  1905.  This  statement 
shows  9,579  tons  of  certain  business  a  upon  which  the  import  and  domes¬ 
tic  rate  is  the  same  as  shown. 

The  statement  does  not  mean  that  all  the  tonnage  referred  to  went 
to  Chicago;  but  as  it  would  be  very  difficult  to  pick  out  the  exact  desti¬ 
nation  of  each  shipment,  we  simply  show  the  basis  upon  which  the 
traffic  was  handled,  rates  to  other  points  than  Chicago  being  relatively 
the  same. 

This  company  exacted  in  all  cases  the  published  import  tariff  rate 
from  New  York,  all  of  which  rates  are  duly  published  and  tiled  with 
the  Interstate  Commerce  Commission. 

The  total  west-bound  tonnage  handled  by  this  company  from  New 
York  during  the  period  referred  to  was  119,963  tons,  of  which  the 
above  25,225  tons  of  import  freight  was  21  per  cent. 

Very  respectfully,  yours, 


J.  A.  Middleton, 

First  Vice- President. 


Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington,  D.  C. 


The  statement  referred  to  in  the  foregoing  is  as  follows: 


LEHIGH  VALLEY  RAILROAD. 

Statement  of  import  tonnage  from  New  York  City  forwarded  on  commodity  rates  lower  than 

the  domestic  rates,  January  1  to  August  31,  1905. 


Commodity. 

Quantity. 

Rates,  New  York 
to  Chicago  (per 
100  pounds). 

Import. 

Domes¬ 

tic. 

Asphaltum . 

Tons. 

558 

80.20 

80. 20 

Bagging  and  burlaps . 

1,008 

588 

.17 

.30 

Bleach  . . * . 

.15 

.18 

Brewers’  rice . 

319 

.18 

.25 

Brimstone  or  sulphur . 

1,262 

.16 

.16 

a  Commodities  upon  which  we  show  the  import  and  domestic  rates  on  a  New  York-Chicago  basis, 
and  also  15,646  tons  of  class 


S.  Doc.  244,  59-1 - 39 


610 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Statement  of  import  tonnage  from  New  York  City  forwarded  on  commodity  rates  lower  than 
the  domestic  rates ,  January  1  to  August  31 ,  1905 — Continued. 


Commodity. 


Carbonate  of  potash . 

Caustic  soda . 

Cement . 

Clay . 

Crockery  and  earthenware 

Ferromanganese . 

Flax  waste . 

Magnesite . 

Manganese  ore . 

Matting . 

Muriate  of  potash . 

Nitrate  of  soda . 

Plants . 

Sal  soda . 

Sisal . 

Soda  ash . 

Spiegeleisen . 

Sulphate  of  soda . 

Sulphate  of  potash . 

Tobacco  from  Cuba . 

Total . 


Quantity. 

Rates,  New  York 
to  Chicago  (per 
100  pounds). 

Import. 

Domes¬ 

tic. 

Tons. 

248 

80.16 

80. 35 

58 

.16 

.18 

478 

.15 

.20 

719 

.15 

.2b 

56 

.18 

.30 

52 

a  4. 20 

a  4.  95 

18 

.17 

.35 

109 

.15 

.22 

1,560 

a  3. 60 

«4. 95 

269 

.50 

.75 

28 

.16 

.22 

1,189 

.15 

.30 

8 

.50 

.75 

20 

.16 

.18 

371 

b .  15 

.30 

49 

.16 

.18 

258 

a  4.  20 

a  4.  95 

72 

.16 

.18 

250 

.16 

.22 

32 

.35 

.35 

9,579 

a  Gross  ton. 


b  Canceled  May  8, 1905. 


Other  import  tonnage  from  New  York  City  via  Lehigh  Valley  Railroad ,  January  1  to 

August  31 ,  1905. 


Class. 

Quantity. 

Rates, 
New 
York  to 
Chicago 
(per  100 
pounds) . 

First . 

Tons. 
3,289 
1,224 
956 
2, 694 
5, 136 
1,646 
701 

Cents. 

75 

65 

50 

35 

30 

25 

’  («) 

Second . 

Third . 

Fourth . 

Fifth . 

Sixth  . 

California  traffic . 

Total . 

15,616 

a  Various  rates  ranging  from  first  class  to  sixth  class. 


Louisville  and  Nashville  Railroad  Company, 

Louisville ,  Ky. ,  October  13 ,  1905. 

Dear  Sir:  I  have  been  delayed  in  replying  to  jour  letter  of  Octo¬ 
ber  2  making  certain  inquiries  with  regard  to  the  carriage  of  import 
traffic,  pending  receipt  of  some  detail  information. 

Inclosed  herewith  is  a  statement  of  the  import  cargoes  received 
through  Pensacola  and  handled  thence  by  the  Louisville  and  Nashville 
Railroad  during  the  period  from  January  1,  1905,  to  October  7,  1905. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


611 


The  figures  are  in  pounds.  The  recapitulation  of  this  tonnage  is  as 
follows: 


Magnesite .  3,  411,  700 

Ferromanganese .  5,821,835 

Muriate  of  potash .  2,  363, 424 

Sulphate  of  potash .  184,  864 

Kainit . i .  13,846,660 

Mahogany  logs . .  5, 495,  220 

Pyrites .  61, 134, 010 

Chimney  cleaners .  560 

Nitrate  of  soda .  4,  292, 818 

Manganese  ore .  1,  424,  950 

Oakum .  6,  250 

Cotton  bagging . 541,  884 

Cotton  tie  buckles .  30,  000 


Total .  98,554,175 


You  will  observe  that  in  connection  with  magnesite  the  full  inland 
rates  were  maintained. 

On  ferromanganese  (which  is  a  raw  material  strictly)  the  rate  from 
Pensacola  is  purely  a  class  basis  and  could  not  be  used  under  any  con¬ 
ditions;  that  is  to  say,  were  there  any  produced  at  Pensacola  or  held 
there  in  storage  and  reshipped  on  domestic  bills  of  lading,  the  rate 
would  no  doubt  be  in  the  neighborhood  of  the  inland  proportion  of 
$1.43  per  gross  ton  as  applied  on  the  shipment. 

On  muriate  of  potash  and  sulphate  of  potash  the  Pensacola  (proper) 
rate  was  charged  on  inland  movement. 

The  same  is  true  also  of  the  kainit  and  pyrites  movement. 

These  commodities  are  all  raw  materials,  and,  so  far  as  m37  informa¬ 
tion  goes,  the  only  one  of  the  lot  produced  in  this  country  is  pyrites. 

The  14-cent  inland  proportion  on  mahogany  logs  was  made  because 
the  plant  at  Louisville  has  practically  no  local  sales,  having  to  reship 
the  sawed  planks  to  various  points  north  of  the  Ohio  River,  a  veiy  large 
proportion  moving  to  Grand  Rapids,  Mich.,  and  Chicago,  Ill.,  where 
it  is  consumed  in  the  furniture  factories.  The  plant  at  this  point  is  in 
competition  with  a  similar  one  at  Boston,  which  has,  I  believe,  an  18- 
cent  proportion  from  that  port  to  Chicago.  Furthermore  they  have 
the  advantage  of  having  no  rail  freight  rate  to  pay  on  that  part  of  the 
log  which  goes  to  waste  b}^  the  sawing  process. 

On  the  nitrate  of  soda,  which  is  also  a  raw  material,  you  will  observe 
that  we  have  applied  the  Pensacola  proper  rate,  except  to  the  Iowa 
and  Missouri  points,  where  we  have  employed  the  New  Orleans  rate. 

On  the  oakum  to  St.  Louis  we  made  an  inland  proportion  which  was 
presumed  to  equalize  the  rate  by  the  North  Atlantic  ports. 

Full  inland  rates  were  also  applied  on  the  cotton-tie  buckles,  cotton 
bagging,  and  manganese  ore,  except  on  bagging  to  Mobile,  Epes,  Ala. ; 
Canton,  Miss.;  Eutaw,  Ala.,  and  Newton,  Miss.,  to  which  we  made 
proportions  sufficient  to  equalize  the  through  rate  via  New  Orleans. 

In  addition  to  this  it  is  quite  possible  that  we  have  handled  more  or 
less  import  traffic  from  the  port  of  New  Orleans,  but  we  have  had  no 
contracts  with  steamer  lines  for  specific  cargoes  or  parts  thereof 
through  that  port.  Hence,  such  as  we  did  handle  was  on  full  tariff 
rates,  and  so  far  as  the  rail  carriage  was  concerned,  as  New  Orleans 
proper  shipments.  Such  tonnage,  however,  has  amounted  to  practi¬ 
cal  I37  nothing. 


612 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


There  have  been  times  in  the  past  where  we  have  handled  portions 
of  cargoes  through  Pensacola  to  points  in  Georgia,  and  on  which  we 
were  compelled  to  shrink  below  Pensacola  proper  rates  to  equalize 
combinations  through  Savannah  or  Charleston. 

We  have  not  handled  anything  from  Mobile  within  the  period 
covered  by  the  Pensacola  statistics,  except,  perhaps,  under  conditions 
as  having  applied  from  New  Orleans.  The  three  ports,  Mobile,  Pen¬ 
sacola,  and  New  Orleans,  constitute  our  sole  ports  of  entry. 

We  have  been  trying  to  build  up  particularly  the  export  trade 
through  Pensacola  and  have  been  fairly  successful.  As  you  can  readily 
understand,  though,  the  total  amount  of  tonnage  cleared  through  that 
port  has  been,  as  compared  with  the  North  Atlantic  ports,  very  incon¬ 
siderable.  The  return  cargoes,  however,  of  these  steamers  have  been 
very  small;  they  find  better  paying  tonnage  from  the  Continent  and 
from  the  United  Kingdom  to  such  points  as  Habana,  and  it  is  only  the 
small  tonnage  destined  to  this  country  that  they  add  to  fill  out.  Such 
tonnage,  as  a  rule,  is  consigned  to  inland  points  in  the  States  of  Ten¬ 
nessee,  Mississippi,  Georgia,  and  Alabama,  particularly  the  latter, 
and,  as  indicated  by  the  statement,  consists  mostly  of  raw  materials 
which  are  not  produced  in  this  country.  On  such  we  are  able,  as  the 
statement  further  indicates,  to  secure  practically  a  port  proper  reve¬ 
nue.  Were  we  to  undertake,  though,  to  handle  traffic  to  the  Ohio 
River  and  beyond  it  would  require  us  to  meet  competition  via  the 
North  Atlantic  ports,  to  shrink  our  revenue  from  Pensacola  to  such 
an  extent  as  to  make  it  unremunerative,  particular^7  so  as  the  steam¬ 
ers  require  a  considerable  differential  in  their  ocean  charges. 

If  this  information  is  not  as  precise  as  you  want,  or  if  there  is  any 
other  information  that  I  can  give  you  which  will  prove  of  value,  please 
command  me. 

Yours,  truly,  '  A.  R.  Smith, 

Th  ird  Vice-  President. 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington ,  D.  C. 

• 

The  statement  referred  to  in  the  foregoing  is  as  follows: 


. 


' 


. 


* 

. 


. 

. 


. 


a; 


♦ 


614 


DJGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Import  cargo  received  through  Pensacola 


Arrival. 

From— 

To— 

Magnesite. 

Ferromanganese. 

• 

Muriate  of  potash. 

Sulphate  of  potash. 

Kainit. 

,Tn.n.  4 

Trieste,  Austria . 

Ensley,  Ala . 

2,  421,  900 

. do . 

Birmingham,  Ala _ 

64, 600 

. do . 

Gadsden,  Ala . 

925, 200 

10 

Liverpool,  England.. 

Ensley,  Ala . 

892, 950 

12 

Hamburg,  Germany  . 

Birmingham,  Ala  ... 

605, 696 

. do . 

Montgomery,  Ala  . . . 

589, 120 

. do . 

Mobile,  Ala . 

60,032 

. do . 

Jackson,  Miss . 

180, 096 

416, 600 

. do . 

Opelika,  Ala . 

185, 024 

31L800 

. do . 

Memphis,  Tenn . 

200,032 

60, 032 

593, 300 

. do . 

Evergreen,  Ala . 

20,000 

39,800 

. do . 

New  Orleans,  La  .... 

44,800 

44, 800 

. do . 

Columbus,  Miss . 

103, 100 

. do . 

Union  Springs,  Ala.. 

40,000 

. do . 

Inverness,  Ala . 

50'000 

. do . 

Greenville,  Ala . 

40^000 

. do . 

Thomasville,  Ala .... 

54,400 

. do . 

Demopolis,  Ala . 

31  i  360 

13 

Porto  Cortez,  Central 

Louisville,  Ky . 

America. 

20 

Hamburg,  Germany . 

Tuscaloosa,  Ala . 

197,900 

. do . 

Oxford,  Ala . 

168’ 400 

. do . 

Ruston,  La . 

203, 200 

. do . 

Vincent,  Ala . 

37' 700 

. do . 

Talladega,  Ala . 

1,078,600 

. do . 

Dothan,  Ala . 

' 908' 200 

. do . 

Giles,  Ala . 

678' 150 

. do . 

Pyriton,  Ala . 

86,  300 

Philema,  Ga . 

33, 700 

. do . 

Nashville,  Tenn . 

3, 588, 700 

. do . 

Huntsville,  Ala . 

60,000 

* 

. do . 

Boaz,  Ala . 

ioo;ooo 

24 

Pomeron,  Portugal  . . 

Birmingham,  Ala  . . . 

. do . 

Montgomery,  Ala  . . . 

Feb.  6 

Liverpool,  England.. 

Nashville,  Tenn . 

. do . 

Ensley,  Ala . 

337, 200 

27 

Huelva,  Spain . 

Talladega,  Ala . 

. do . 

W.  Nashville,  Tenn. . 

Mch.  6 

Iquique,  Chili . 

Mooar,  Iowa . 

Ashburn,  Mo . 

. do . 

Cagle,  Mo . 

. do . 

Ooltewah,  Tenn . 

. do . 

Bovles,  Ala . 

. do . 

Gardners  Mill,  Ala  . . 

6 

Porto  Cortez  and  Be- 

Louisville,  Ky . 

lize,  Central  Amer- 

iea. 

6 

Rio  Janeiro,  Brazil  .. 

Chicago,  Ill . 

22 

Liverpool,  England.. 

Enslev,  Ala. . . . 

670, 450 

. do . 

Alabama  City,  Ala  „ 

134,900 

1 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


615 


January  1,  1905 ,  to  October  7,  1905,  inclusive. 


Mahogany  logs. 

Pyrites. 

Chimney  cleaners. 

Nitrate  of  soda. 

Manganese  ore. 

Oakum. 

i 

Rate  charged. 

Tariff  rate. 

It 

•si 

p  a 

o  o 

(h  -f< 
rP  <N 

H  of 

p-i  • 

0)  In 
O/O 
— '0 

0  o 

aS  O. 
o>  2 

O  cT 

Inland. 

8  cents  per  100 
pounds. 

9  cents  per  100 
pounds. 

10  cents  per  100 
pounds. 

$1.43  per  2,240 
pounds. 

101  cents  per  100 
pounds. 

9  cents  per  100 
pounds. 

5  cents  per  100 
pounds. 

$1.50  per  net  ton. 

121  cents  per  100 
pounds. 

10  cents  per  100 
pounds. 

9  cents  per  100 
pounds. 

10  cents  per  100 
pounds. 

9  cents  per  100 
pounds. 

$2.40  per  net  ton. 

$2.80  per  net  ton. 

9  cents  per  100 
pounds. 

$2.55  per  net  ton. 

9  cents  per  100 
pounds. 

14  cents  per  100 
pounds. 

$2.05  per  net  ton. 

$2.55  per  net  ton. 

$3.05  per  net  ton. 

$3.30  per  net  ton. 

$2.05  per  net  ton. 

$2.90  per  net  ton. 

$2.60  per  net  ton. 

18  cents  per  100 
pounds. 

$3.82  per  net  ton. 

101  cents  per  100 
pounds. 

$3.40  per  net  ton. 

$3.75  per  net  ton. 
61  cents  per  100 
pounds. 

. do . 

8  cents  per  100 
pounds. 

9  cents  per  100 
pounds. 

10  cents  per  100 
pounds. 

31  cents  per  100 
pounds. 

101  cents  per  100 
pounds. 

9  cents  per  100 
pounds. 

5  cents  per  100 
pounds. 

$1.50  per  net  ton. 

121  cents  per  100 
pounds. 

10  cents  per  100 
pounds. 

9  cents  per  100 
pounds. 

10  cents  per  100 
pounds. 

9  cents  per  100 
pounds. 

$2.40  per  net  ton. 

$2.80  per  net  ton. 

9  cents  per  100 
pounds. 

$2.55  per  net  ton. 

9  cents  per  100 
pounds. 

23  cents  per  100 
pounds. 

$2.05  pe  r  net  ton. 

$2.55  per  net  ton. 

$3.05  per  net  ton. 

$3.30  per  net  ton. 

$2.05  per  net  ton. 

$2.90  per  net  ton. 

$2.60  per  net  ton. 

18  cents  per  100 
pounds. 

$3.82  per  net  ton. 

10|  cents  per  100 
pounds. 

$3.40  per  net  ton 

$3.75  per  net  ton 

6!  cents  per  100 
pounds. 

. do . 

$3.35 

$1.92 

* 

* 

973, 700 

• 

2,015, 700 

4,471,700 

| 

560 

84  cents  per  100 
pounds. 

$1.43  per  2,240 
pounds. 

61  cents  per  100 
pounds. 

10!  cents  per  100 
pounds. 

$3.60  per  net  ton. 

. do . 

84  cents  per  100 
pounds. 

31  cents  per  100 
pounds. 

6!  cents  per  100 
pounds. 

10!  cents  per  100 
pounds. 

Same  as  New 
Orleans. 

Do. 

Do. 

$2.70  per  net  ton. 

$2.05  per  net  ton. 

Do. 

23  cents  per  100 
pounds. 

$3.25  per  2,240 
pounds. 

31  cents  per  100. 
pounds. 

32  cents  per  100 
pounds. 

J 

3.35 

1.92 

2,031,850 

5,849, 100 

j 

1 

1,889, 023 

1, 006, 978 
56, 092 
559, 850 
222, 700 
558, 175 

1 

$7.80  per  net  ton. 
$2.70  per  net  ton. 
$2.05  per  net  ton. 
. do . 

*! 

4,521,520 

14  cents  per  100 
pounds. 

$3.25  per  2,240 
pounds. 

$1.43  per  2,240 
pounds. 

$1.43  per  2,240 
pounds. 

1,424,950 

3. 35 

3.35 

1.92 

1.92 

616 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Import  cargo  received  through  Pensacola.  January 


Arrival. 

From— 

To— 

Magnesite. 

Ferro  manganese. 

Muriate  of  potash. 

Sulphate  of  potash. 

Kainit. 

Mar.  25 

Apr.  11 

13 

25 

Pomeron,  Portugal. . . 

. do . . 

Montgomery,  Ala. . . . 

Memphis,  Tenn . 

• 

. do . 

Birmingham,  Ala. . . . 

. do. . . 

Dothan,  Ala . 

Liverpool,  England.. 

Pomeron,  Portugal . . . 

. do . 

St.  Louis,  Mo . 

M  ontgomery ,  Ala .... 

Memphis,  Tenn . 

. 

. do . 

Birmingham,  Ala. . . . 

. do. . 

Dothan,  Ala, . 

Liverpool,  England.. 

. do . . . 

*  Ensley,  Ala . 

1,113,480 

134, 500 

• 

Alabama  City,  Ala _ 

Arrival. 


May  5 


From — 


To — 


23 

31 

31 


July  5 
9 

24 


Aug.  2 

4 

5 


Huelva,  Spain 

. do . 

. do . 


.do. 

.do. 


Liverpool,  England . 

_ do . 

Hamburg,  Germany  . . . . 

_ do . 

_ do . 

_ do . 

Liverpool,  England . 


. do . 

Pomeron,  Portugal 

. do . 


.do. 

.do. 


23 


Liverpool,  England. 

. do . 

Pomeron,  Portugal  . 


. do . 

_ do . 

Liverpool,  England. 

. do . 

. do . 

. do . 


Birmingham,  Ala . 

East  Point,  Ga . 

West  Nashville,  Tenn. 

_ do . 

Atlanta,  Ga . 


Ferro¬ 

manga¬ 

nese. 


Ensley,  Ala . 

Alabama  City,  Ala. 
Montgomery,  Ala . . 

. do . 

Birmingham,  Ala  . 

Opelika,  Ala . 

Ensley,  Ala . 


. do . 

Montgomery,  Ala. 


Dothan,  Ala 


Memphis,  Tenn... 
Birmingham,  Ala. 

Ensley,  Ala . 


446, 950 
133, 700 


107, 530 
674, 920 


- do . 

Dothan,  Ala 


Montgomery,  Ala . 

Memphis,  Tenn . 

Ensley,  Ala . 

Sheffield,  Ala . 

Birmingham,  Ala . 

Selma,  Ala . 

a  Per  100  pounds. 


559, 530 
56,050 


559, 670 


Muriate 
of  potash. 


224,000 


224, 000 
110, 656 


Kainit. 


Pyrites. 


7,471,850 

1, 132, 250 

453,000 

4, 882, 550 
1,684,470 


2, 773, 750 
1,685,950 
565, 750 


1,002,200 

1,513,970 

2, 623, 560 
999, 870 


955,450 

4,185,950 

1,394,300 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


617 


1,  1905,  to  Octoben  7,  1905,  inclusive — Continued. 


sc 

be 

O 

>> 

C3 

cd 

bo 

O 

A 

cd 

s 


TO 

CO 

•rH 

>» 


3, 369, 150 
1,212, 100 
1,007,450 
500, 100 


3, 028, 050 
1, 200, 600 
596, 950 
511, 450 


GG 

(h 

0) 

c3 

O) 

O 

a 

a 

2 

o 


a3 

■d 

o 

«*-< 

o 

< V 
+-> 

(h 


0) 

o 

a> 

OQ 

o> 

C 

o3 

tuo 

d 

o3 

a 


a 

3 

od 

O 


6, 250 


Rate  charged. 


t*  -0 

TO 

P.’O 
'-'d 
.d  3 

bo  o 

03  O, 

go 

t-i 

H  of 


.42 


3.35 
3. 35 


(1)  00 

ft  o 
od 

Q>  O 

UcS 
O  <N 


.17 


1.92 

1.92 


Inland. 


$1.40  per  2,240 
pounds. 

$1.75  per  2,240 
pounds. 

$1.40  per  2,240 
pounds. 

$2.90  per  net  ton. 

25  cents  per  100 
pounds. 

61  cents  per  100 
pounds. 

$1.75  per  2,240 
pounds. 

61  cents  per  100 
pounds. 

14£  cents  per  100 
pounds. 

$1.43  per  2,240 
pounds. 

. do . 


Tariff  rate. 


$1.40  per  2,240 
pounds. 

$1.75  per  2,240 
pounds. 

$1.40  per  2,240 
pounds. 

$2.90  per  net  ton. 

73  cents  per  100' 
pounds. 

61  cents  per  lOff 
pounds. 

$1.75  per  2,240 
pounds. 

61  cents  per  100* 
pounds. 

144  cents  per  lOff 
pounds. 

31  cents  per  100 
pounds. 

32  cents  per  100- 
pounds. 


Cotton 

bagging. 


18,250 
30, 950 


Cotton 

tie 

buckles. 


Rate  charged. 

Through. 

Ocean. 

Inland. 

$3.35  per  2,240 
pounds. 

. do . 


$3.35  per  2,240 
pounds. 

. do . 


$3.35  per  2,240 
pounds. 

. do . 


30,000 


$3.35  per  2,240 
pounds. 

26.7  cents  per  100 
pounds. 

30.7  cents  per  100 
pounds. 

22.7  cents  per  100 
pounds. 


$1.92  per  2,240 
pounds 

. do . 


$1.92  per  2,240 
pounds. 

. do . . 


$1.92  per  2,240 
pounds. 

. do . . 


$1.92  per  2,240 
pounds. 

10.7  cents  per  100 
pounds. 

. do . . 


.do. 


64  cents  per  100 
pounds. 

9.2  cents  per  100 
pounds. 

104  cents  per  100 
pounds. 

. do . 

9.2  cents  per  100 
pounds. 

$1.43  per2,240  pounds 


.do 


cents 

per 

100 

pounds. 

cents 

per 

100 

pounds. 

104  cents  per  100 
pounds. 

124  cents  per  100 
pounds. 

$1.43  per  2,240 

pounds. 

. do . 

64  cents  per  100 
pounds. 

144  cents  per  100 
pounds. 

7.81  cents  per  100 
pounds. 

64  cents  per  100 
pounds. 

$1.43  per  2,240 

pounds. 

. do . 

144  cents  per  100 
pounds. 

64  cents  per  100 
pounds. 

7.81  cents  per  100 
pounds. 

$1.43  per  2,240 
pounds. 

16  cents  per  100 
pounds. 

20  cents  per  100 
pounds. 

12  cents  per  100 
pounds. 


Tariff  rate. 


64  cents 
pounds. 

9.2  cents 
pounds. 

104  cents 
pounds. 

Do. 

9.2  cents 
pounds. 

31  cents 
pounds. 

32  cents 
pounds. 

9  cents 
pounds. 

7  cents 
pounds. 

104  cents 
pounds. 

124  cents 
pounds. 

31  cents 
pounds. 

Do. 


per  100 
per  10O 
per  100- 

per  100 
per  100 
per  100 
per  100 
per  100 
per  100 
per  100 
per  100 


64  cents 
pounds. 
144  cents 
pounds. 

per 

100 

per 

100 

7.81  cents 
pounds. 

per 

100 

I  64  cents 
pounds. 

per 

10O 

31  cents 
pounds. 

per 

100 

Do. 

144  cents 
pounds. 

64  cents 
pounds. 

7.81  cents 
pounds. 

31  cents 
pounds. 

16  cents 
pounds. 

20  cents 
pounds. 

12  cents 
pounds. 


per  100 
per  100 
per  100 
per  100 
per  100 
per  100 


618 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Arrival. 


Aug.  23 


Sept.  8 


Import  cargo  received  through  Pensacola  January 


From — 

To— 

Ferro 

manga¬ 

nese. 

Muriate 
of  potash. 

Kainit. 

Pyrites. 

Liverpool,  England . 

Mobile,  Ala . 

_ do . 

Meridian.  Miss . 

_ do . 

Decatur,  Ala . 

_ do . 

Americus,  Ga . 

_ do . 

Albanv,  Ga . 

_ do  . 

Troy,  Ala . 

_ do . i . 

Cordele,  Ga . 

_ do . 

Dothan,  Ala . 

_ do . 

Dawson,  Ga . 

_ do . 

Tupelo,  Miss . 

_ do . 

Tuscaloosa,  Ala . 

_ do . 

Aberdeen,  Miss . 

_ do . 

Rome.  Ga . 

_ do . 

Epes,  Ala  . 

_ do . 

Canton,  Miss . 

_ do . 

Eutaw,  Ala . 

_ do . 

Newton,  Miss . 

Huelva,  Spain . 

Montgomerv,  Ala . 

2, 710, 200 

_ do . 

Columbus,  Ga . 

1,266,500 

_ do . 

West  Nashville,  Tenn _ 

1,254,300  l 

_ do . 

Nashville,  Tenn . 

671,400 

_ do . 

Atlanta,  Ga . 

462, 300 

_ do . 

Talladega,  Ala . 

675, 700 

i 


l 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


619 


1 ,  1905,  to  October  7,  inclusive — Concluded. 


Cotton  ;  Co«on 
togging.  buckles. 


Through. 


Rate  charged. 


Ocean. 


I 


Taaiff  rate. 


Inland. 


30. 400 

15.950 

62. 300 

22. 250 

60,  750 
29,  700 

30, 500 

30, 700 

32. 400 

30. 300 

9,350 

30. 250 
29,050 
20,600 

23. 950 
9, 411 

24, 823 


18.7  cents  per  100  I  10.7  cents  per  100 
pounds.  pounds. 


. 

25.7  cents  per  100 
pounds. 

30.7  cents  per  100 
pounds. 

39.7  cents  per  100 
pounds. 

. do . 

. do. 

. do. 

. do. 

. do. 

43.7  cents  per  100 
pounds. 

39.7  cents  per  100 
pounds. 

45.7  cents  per  100 
pounds. 

39.7  cents  per  100 
pounds. 

30.7  cents  per  100 
pounds. 

. do . 

. do. 

. do. 

. do . 

. do. 

. do. 

. do. 

. do . 

. do. 

. do . 

. do. 

35.7  cents  per  100 
pounds. 

48.7  cents  per  100 
pounds. 

35. 7  cents  per  100 
pounds. 

32.7  cents  per  100 

. do. 

. do. 

. do. 

. do. 

pounds. 


8  cents  per  100 
pounds. 

15  cents  per  100 
pounds. 

20  cents  per  100 
pounds. 

29  cents  per  100 
pounds. 

_ do . 

33  cents  per  100 
pounds. 

29  cents  per  100 
pounds. 

35  cents  per  100 
pounds. 

29  cents  per  100 
pounds. 

20  cents  per  100 
pounds. 

_ do . 

_ do . 

. do . 

25  cents  per  100 
pounds. 

38  cents  per  100 
pounds. 

25  cents  per  100 
pounds. 

22  cents  per  100 
pounds. 

6|  cents  per  100 
pounds. 

9.2  cents  per  100 
pounds. 

10.5  cents  per  100 
pounds. 

_ do . 

9.2  cents  per  100 
pounds. 

61  cents  per  100 
pounds. 


15  cents  per  100 
pounds. 

Do. 

20  cents  per  100 
pounds. 

29  cents  per  100 
pounds. 

Do. 

33  cents  per  100 
pounds. 

29  cents  per  100 
pounds. 

35  cents  per  100 
pounds. 

29  cents  per  100 
pounds. 

20  cents  per  100 
pounds. 

Do. 

Do. 

Do. 

31  cents  per  100 
pounds. 

46  cents  per  100 
pounds. 

26  cents  per  100 
pounds. 

30  cents  per  100 
pounds. 

61  cents  per  100 
pounds. 

9.2  cents  per  100 
pounds. 

10.5  cents  per  100 
pounds. 

Do. 

9.2  cents  per  100 
pounds. 

61  cents  per  100 
pounds. 


620 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


New  York  Central  and  Hudson  River 
'  Railroad  Company, 

New  York,  October  12,  1905. 

Dear  Sir:  Referring  to  your  letter  of  October  2,  in  which  you  ask 
for  a  statement  showing  the  rates  of  this  company  applicable  on  import 
business  as  compared  with  those  charged  on  similar  domestic  traffic  to 
the  same  inland  destinations  and  the  amount  of  business  done  at  those 
rates. 

The  regular  established  tariff  rates  which  are  charged  on  domestic 
traffic  are  applied  by  this  company  to  import  traffic,  except  as  to  the 
commodities  named  in  the  inclosed  statement.  On  these  commodities 
the  reduced  proportional  rates  shown  apply  when  the  carriage  is  con¬ 
tinuous,  which  means  when  the  shipments  are  delivered  direct  from 
the  ship’s  side  or  appraisers’  warehouse  tcf  the  railroad  cars  within  ten 
days  after  the  arrival  of  the  vessel.  These  special  commodity  rates, 
as  well  as  the  domestic  rates,  are  filed  with  the  Interstate  Commerce 
Commission;  but,  for  convenience  of  comparison,  both  rates  are  shown 
in  the  attached  statement. 

The  amount  of  business  done  at  these  reduced  proportional  rates  is 
comparatively  trifling,  as  far  as  this  road  is  concerned.  In  the  eight 
months  from  January  1  to  August  31,  1905,  there  were  forwarded 
from  New  York  via  the  New  York  Central  and  West  Shore  roads 
8,385  tons  of  traffic  taking  the  reduced  import  rates,  and  279,746  tons 
of  traffic  taking  the  established  domestic  rates.  That  is  to  say,  the 
business  carried  at  the  reduced  rates  amounted  to  only  2.9  per  cent 
of  the  aggregate  tonnage  from  New  York.  The  remaining  97.1  per 
cent  includes  such  shipments  of  imported  merchandise  as  are  subject 
to  the  regular  domestic  rates;  but  as  in  our  records  such  shipments 
are  classed  with  domestic  traffic,  I  am  unable  to  give  you  their  tonnage 
separately  from  that  of  the  domestic  shipments  originating"  at  New 
York. 

Trusting  that  this  information  may  meet  \^our  requirements,  I  am, 
Very  respectfully,  yours, 

Nathan  Guilford, 

Vice-  President. 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington ,  I).  C. 


DIGEST  OF  HEAEINGS  ON  E  AIL  WAY  EATES 


621 


The  statement  referred  to  in  the  foregoing-  is  as  follows: 


Statement  of  rates  on  import  traffic  from  New  York  to  western  points  for  the  year  1905 

showing  comparison  with  domestic  rates. 

[Rates  per  100  pounds.] 


Articles. 


Acid,  carbolic,  crystal,  C.  L . 

Acid,  carbolic,  liquid,  C.  L . 

Albums,  in  any  quantity . 

Ale  or  stout,  C.  L . 

Ammonia,  carbonate  of,  C.  L‘ . 

Ammonia,  muriate  of,  C.  L . 

Ammonia,  sulphate  of,  C.  L . 

Asphaltum  and  asphaltum  substitutes, 
in  solid  form,  in  cakes,  sacks,  slack 
barrels  or  barrels  with  one  head 

only,  C.  L . 

Bagging,  C.  L . 

Beans,  castor,  C.  L . 

Bleach,  C.  L . 

Brimstone,  crude,  in  bulk  only,  C.  L.. 

Burlaps,  C.  L . 

Carbonate  crystal,  C.  L . 

Cement,  C.  L . 

Citron,  in  brine,  in  wood,  in  any  quan¬ 
tity  . 

Clay,  C.  L . 

Crockery  and  china,  in  any  quantity.. 

Disinfectants,  dry,  C.  L . 

Dolls,  in  any  quantity . 

fC1  I 

Feathers,  in  any  quantity _ L  '  q'Y' 

Ferromanganese,  C.  L . gross  ton. . . 

Fish,  salted,  in  packages . q  ■£,*’ 

Flax  waste,  in  bales,  C.  L . 

Flowers,  artificial,  any  quantity . 

Fuller’s  earth,  C.  L . 

Glassware,  in  any  quantity . 

Glycerine,  crude,  C.  L . 

Gravel  spar,  C.  L . gross  ton.. 

Herbs,  C.  L . 


Kainit,  C.  L . 

Kaolin,  C.  L . 

Leaves,  C.  L . 

Linoleum,  C.  L . 

Liquors  and  spirits,  all  kinds,  in  cases, 

in  any  quantity . 

Magnesite,  in  bags  or  in  bulk,C.  L _ 

Mahogany  logs,  C.  L . 

Marbles,  in  any  quantity . ^ 

Mattine . {l.c.l" 

Millinery  goods,  n.  o.  s.,  in’any  quantity 

Mineral  waters,  C.  L . 

Musical  instruments,  in  any  quantity. . 

Naphthaline,  C.  L . . . 

Oil,  cocoanut  and  palm,  C.  L . 

Oil,  creosote,  C.  L . 

{C1  T 
L  C  L* ' 

Ore,  carbonic,  in  bulk,  C.  L.  .gross  ton . . 

Ore,  chrome,  C.  L . gross  ton.. 

Ore,  emery,  C.  L . 

Ore,  iron,  C.  L . gross  ton. . 

Ore,  manganese,  C.  L . do _ 

Paper,  waste,  C.  L . . . 

Pencils,  slate,  in  any  quantity . 

Pig  iron,  all  kinds,  C.  L _ gross  ton.. 

a  Not  exceeding  80  inches, 
cln  compressed  bales. 


To  Cl  eve- 

To  Toledo, 

To  Indian- 

To  Chicago, 

To  East 

land. 

Detroit. 

apolis. 

Milwaukee. 

St.  Louis. 

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2.81 

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t>  Exceeding  80  inches. 
d  in  packages. 


622 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Statement  of  rates  on  import  traffic  from  New  York  to  western  points  for  the  year  1905r 

showing  comparison  with  domestic  rates — Continued. 


Articles. 


Plate  glass,  loaded  in  box  cars,  C.  L... 

Plants,  dormant,  in  crates,  JC.  L _ 

boxes  or  barrels . \L.  C.  L. . 

Potash,  carbonate  of,  in  casks,  C.  L - 

Potash,  caustic,  C.  L . 

Potash,  muriate  of,  C.  L . 

Potash,  sulphate  of,  C.  L . 

Pumice  stone,  C.  L . 

Pyrites,  iron,  C.  L . gross  tons.. 

Rags,  C.  L . . 

Rice,  brewers’,  C.  L . 

Roots,  C.  L . 

Rope,  old,  C.  L . 

Sal  ammoniac,  C.  L . 

Salt,  C.  L . . 

Salt  cake,  C.  L . 

Saltpeter,  C.  L . 

Seedlings,  in  crates,  boxes,  or  JC.  L _ 

barrels . \L.  C.  L.. 

Seeds,  all  kinds,  C.L . 

Soap,  C.  L . 

Soda  ash,  C.  L . 

Soda,  bicarbonate  of,  C.  L . 

Soda,  caustic,  C.  L . 

Soda,  nitrate,  C.  L . 

Soda,  sal,  C.  L . 

Soda,  silicate,  C.  L . 

Soda,  sulphate,  C.  L . 

Soda  water,  C.L . 

Spiegeleisen,  C.  L . gross  ton.. 

Sulphur,  crude,  in  bulk  only,  C.L . 

Tea,  C.  L . 

Tea  sweepings  or  tea  waste,  C.  L . 

Tobacco,  unmanufactured,  in  bales, 
L.  C.  L.  (when  coming  from  Cuba) . . . 

Toys,  in  any  quantity . {£'  ^  ' 

Wines,  in  wood,  in  any  quan-  jc.  L 

tity.  \L. 

Wool  grease,  C.  L . 

Crockery  and  China:  a 

{C  I 
L  C 

In  other  packages . 

Glassware:  b 

Cut  glass . 

Not  cut — toilet  sets,  etc . 

Not  cut,  n.o.  s . 


C.L.. 


L.. 


L. . 


.21 

.46 

.21 

.29 

1.06 

.53 

.39 


To  Cleve- 

To  Toledo, 

To  Indian- 

To  Chicago, 

To  East 

land. 

Detroit. 

apolis. 

Milwaukee. 

St.  Louis. 

d 

d 

d 

d 

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.  55  . '  .64 


a  Not  exceeding  80  inches. 


5  Exceeding  80  inches. 


The  New  York,  New  Haven  and  Hartford 

Railroad  Company, 

New  Ilaven,  Conn.,  October  9,  1905. 

Dear  Sir:  In  reply  to  your  letter  of  the  2d,  I  desire  to  call  your 
attention  to  the  fact  that  the  question  of  import  rates,  the  inland  pro¬ 
portions  thereof,  the  relation  of  rates  on  import  traffic  to  rates  on 
domestic  traffic,  and  the  whole  subject  of  import  traffic  was  exhaustively 
investigated  by  the  Interstate  Commerce  Commission  last  year. 

The  railroad  officials,  at  the  request  of  the  Interstate  Commerce 
Commission,  gave  exhaustive  data  and  information,  and  it  occurred  to 
me  that,  as  a  result  of  that  investigation,  perhaps  you  could  find  all 
that  you  wanted,  in  very  compact  form,  in  the  Interstate  Commerce 
Commission  records. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


623 


The  above  relates  to  the  general  inquiry  contained  in  your  letter. 

In  regard  to  the  specific  practice  during  the  year  1905,  which  of 
course  is  not  covered  by  the  investigation  of  the  Interstate  Commerce 
Commission  of  last  3rear,  I  beg  to  say: 

The  regular  class  rates  from  Boston  to  Chicago  on  domestic  traffic 
are  as  follows: 

Classes .  1  2  3  4  5  6 

Cents  per  cwt. . . .  75  65  50  35  30  25 

The  rates  from  Boston  on  domestic  traffic  by  way  of  the  Canadian 
lines,  via  Montreal,  are  as  follows: 

Classes .  1  2  3  4  5  6 

Cents  per  cwt. .. .  70  61  47  33  28  231 

On  all  import  traffic  passing  through  Boston  to  the  west  all  roads, 
including  this  company,  use  the  Canadian  route  rates  given  above,  as 
a  maximum,  when  landed  at  their  respective  docks. 

So  far  as  we  know,  no  railroad  in  Boston  absorbs  any  charge  for 
transfer  of  freight  from  a  terminal  of  another  railroad  to  its  own  and 
applies  thereon  the  Canadian  route  rates. 

There  are  ocean  steamers  arriving  at  Boston  some  of  which  land  at 
the  terminals  of  the  Boston  and  Albany,  others  at  the  terminals  of  the 
Boston  and  Maine,  and  others  at  the  terminals  of  this  company.  The 
import  traffic  brought  to  Boston  by  these  ocean  lines  is  forwarded 
over  the  road  at  whose  terminals  the}7  land.  Should  any  freight  landed 
at  the  Boston  and  Albany  or  Boston  and  Maine  terminal  be  ordered 
to  a  point  on  or  via  the  New  Haven  road,  the  cost  of  transfer  by  lighter, 
team,  or  switching  movement  is  added  by  this  company  to  the  inland 
rate. 

Import  traffic  comes  to  us  under  two  heads,  viz,  first,  that  which 
reaches  Boston  on  a  bill  of  lading  from  some  foreign  port  to  Boston, 
which  bill  of  lading  does  not  provide  a  through  rate  to  an}^  point  west 
of  Boston;  second,  that  which  comes  under  through  bills  of  lading 
from  foreign  ports  to  final  destination  in  this  country. 

On  the  first-named  class  of  this  traffic,  viz,  that  which  is  not  cov¬ 
ered  by  through  bill  of  lading  when  delivered  to  us,  the  Canadian  route 
rates  given  above  are  charged  when  the  traffic  is  forwarded  from 
Boston. 

On  the  second  class  named,  viz,  that  which  is  covered  by  through 
bills  of  lading,  the  inland  proportion  charged  from  Boston  to  western 
points  is,  as  a  rule,  based  on  the  domestic  rates  from  Baltimore  to 
Chicago  and  other  western  points.  Those  rates  are,  to  Chicago: 

Classes .  1  2  3  4  5  6 


Cents  per  cwt.  67  57  47  32  27  22 

The  Baltimore  basis  of  rates  is  also  used  by  Canadian  lines  from  Hali¬ 
fax,  St.  John,  New  Brunswick,  and  Montreal,  on  traffic  from  foreign 
countries  landed  by  vessels  at  those  ports  destined  to  Chicago  and  other 
western  points  in  the  United  States. 

It  will  be  seen  from  the  above  that  the  inland  proportions  from 
Boston  to  the  West,  whether  the  Canadian  route  rates  in  effect  from 
Boston  or  the  Baltimore  basis  of  rates  in  effect  from  Canadian  ports 
are  used,  are  slightly  less  than  the  domestic  rates  from  Boston  to  the 
West. 


624 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


This  does  not,  however,  affect  adversely  the  Boston  domestic  ship¬ 
per,  because  if  we  were  to  charge  the  Boston  domestic  basis  on  import 
traffic,  we  would  not  receive  any  import  traffic,  as,  the  ocean  rates  from 
foreign  ports  to  Boston  being  substantially  the  same  as  they  are  to 
Baltimore,  to  St.  John,  New  Brunswick,  Montreal,  and  Halifax,  unless 
the  inland  proportions  from  Boston  were  the  same  as  from  those  other 
ports,  the  import  traffic  would  all  move  by  way  of  those  other  ports; 
the  competition  to  the  Boston  merchant  would  be  precisely  the  same, 
and  Boston,  as  a  port,  would  lose  all  this  tonnage,  and  if  the  ocean  ves¬ 
sels  could  not  secure  any  import  traffic  to  Boston  they  naturally  would 
withdraw  from  that  port  and  Boston  would  lose  the  benefit  of  these 
ocean  lines  for  export  purposes. 

There  are  two  lines  of  ocean  steamers  from  Europe  which  land  at  the 
docks  of  this  company  in  South  Boston. 

By  far  the  larger  proportion  of  the  traffic  that  they  bring  to  us  is 
for  local  points  in  New  England  on  our  system — principally  raw  mate¬ 
rial,  such  as  Egyptian  cotton  and  iron  pyrites — only  about  30  per  cent 
of  the  total  import  cargo  brought  by  these  vessels  goes  to  points  west 
of  the  Hudson  River^  and  a  very  small  percentage  goes  to  western 
points,  such  as  Cleveland,  Chicago,  etc. 

The  rates  upon  such  small  portion  of  this  traffic  as  does  go  to  west¬ 
ern  points  are  governed  entirely  by  through  tariffs  filed  at  Washington, 
which  give  the  through  rates  from  the  point  of  origin  in  Europe  to 
final  destination  in  this  country. 

The  basis  for  the  inland  proportion  of  these  rates  when  covered  by 
through  bills  of  lading  are  the  Baltimore  rates  above  referred  to;  but 
in  occasional  instances,  in  order  to  meet  the  competition  of  through 
rates  via  Gulf  ports  or  Canadian  ports  or  other  North  Atlantic  ports, 
the  inland  proportions  are  less  than  the  so-called  Baltimore  basis,  pro¬ 
vided,  of  course,  the  steamer  lines  accept  proportions  of  th§  through 
rates  that  are  agreeable  to  us. 

So  far  as  the  import  traffic  to  western  points  is  concerned,  statistics 
show  that  this  company  for  the  first  six  months  of  this  year  carried 
only  1£  per  cent  of  the  total  import  traffic  via  all  North  Atlantic  ports; 
our  actual  tonnage  being  5,448  tons. 

If  the  import  traffic  to  United  States  points  handled  by  way  of  Cana¬ 
dian  ports  and  by  way  of  Gulf  ports  was  included,  our  proportion  of 
the  total  would  probably  be  considerably  less  than  one-half  of  1  per 
cent. 

In  regard  to  the  statement  that  you  ask  for.  I  do  not  like  to  say 
that  anything  is  impossible,  but  I  do  not  think  }^ou  realize  the  amount 
of  work  involved  in  taking  each  shipment  to  each  destination  for  the 
period  since  January  1  and  showing  thereon  the  data  asked  for;  nor 
do  I  think  that  you  realize  that  if  all  railroads  furnished  this  informa¬ 
tion  that  the  volume  of  statements  when  compiled  would  be  enormous 
and  practically  impossible  to  make  use  of. 

I  will,  however,  regardless  of  the  cost  and  trouble,  endeavor  to  have 
such  a  statement  prepared  for  you  if  after  receipt  of  this  letter  you 
still  think  it  is  necessary. 

Yours,  truly,  Percy  R.  Todd, 

First  Vice-President. 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington ,  D.  C. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


625 


New  York,  Ontario  and  Western  Railway  Company, 

New  York ,  October  30 ,  1905. 


Dear  Sir:  In  reply  to  yours  of  the  2d  instant  (an  answer  to  which 
has  been  somewhat  delayed  by  necessity  of  hunting  out  the  details  of 
the  business)  I  beg  to  say: 

This  company  has  engaged  in  the  carrying  of  import  freight  to  a 
very  slight  extent,  the  total  tonnage  carried  from  February  1  to  Octo¬ 
ber  1,  1905,  having  been  but  6,739  tons.  Of  this  amount  5,654  tons 
was  smoked  fish  imported  from  Holland  and  Norway,  which  has  gone 
almost  entirely  via  Chicago  to  points  in  the  Northwest,  and  is  of  a  kind 
or  quality  not  found  or  prepared  in  this  country,  as  I  am  informed. 

The  import  tariff  rate  on  fish  from  New  York  to  Chicago  up  to 
August  23  was  20  cents  per  100  pounds,  and  since  that  date  19  cents. 
During  this  same  period  the  domestic  tariff'  rate  was  28  cents. 

Very  respectfully,  yours, 


Hon. 


J.  C.  Anderson, 

Traffic  Manager. 

S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington ,  T).  C. 


The  Pennsylvania  Railroad  Company, 

Philadelphia ,  October  17 ,  1905. 

Dear  Sir:  Replying  to  your  letter  of  October  2,  relative  to  the 
import  traffic  handled  bj^  our  company,  I  beg  to  advise  you  that  any 
import  traffic  handled  by  our  company  through  New  York,  Philadel¬ 
phia,  and  Baltimore  and  destined  to  any  points  east  of  Buffalo,  Erie, 
and  Pittsburg  would  be  handled  under  our  domestic  rates;  therefore, 
we  can  not  very  well  give  you  the  import  tonnage  on  this  traffic,  and 
as  there  are  no  comparisons  to  make  as  between  import  and  domestic, 
we  have  not  gone  to  any  trouble  or  expense  in  t lying  to  prepare  this 
data. 

Referring  to  the  import  traffic  handled  through  the  ports  of  New 
York,  Philadelphia,  and  Baltimore  and  destined  to  points  west  of  Buf¬ 
falo,  Erie,  and  Pittsburg,  I  beg  to  attach  hereto  copy  of  our  I.  C.  C. — 
G  No.  2445,  showing  the  proportional  rates  published  on  certain 
import  traffic  taking  commodity  rates,  and  have  shown  in  red,  opposite 
each  article,  the  import  and  domestic  rate  as  applying  New  York  to 
Chicago,  usual  differentials  from  Philadelphia  and  Baltimore.  All 
other  traffic  not  specified  in  this  publication  will  take  our  full  domes¬ 
tic  rates. 

1  also  attach  hereto  a  memorandum  showing  the  import  tonnage  car¬ 
ried  by  our  line  from  New  York,  Philadelphia,  and  Baltimore  for  the 
six  months  ending  June  30, 1905,  as  compared  with  the  total  west-bound 
tonnage  carried  by  the  Pennsylvania  Railroad,  which  figures,  I  trust, 
will  meet  your  requirements. 

If  there  is  any  other  information  in  this  connection  which  }rou  would 
like  to  have,  I  will  take  great  pleasure  in  trying  to  comply  with  your 
wishes. 

As  far  as  our  company  is  concerned  we  do  not  publish  any  through 


S.  Doc.  244,  59-1 - 40 


626 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


rates  from  foreign  countries;  we  only  publish  our  import  rates  from 
seaboard  cities,  and  these  rates  are  duly  filed  with  the  Interstate  Com¬ 
merce  Commission. 

Yours,  truly,  George  D.  Dixon, 

Freight  Traffic  Manager . 

Hon.  S.  B.  Elkins, 

Chairman  Interstate  Commerce  Committee , 

United  States  Senate ,  Washington ,  D.  C. 


(The  tariff  referred  to  in  the  foregoing  shows  the  following  comparisons  between 
rates  on  import  and  domestic  traffic  carried  from  New  York  to  Chicago. ) 

[Rates  in  cents  per  100  pounds.] 


Commodities. 

Import 

traffic. 

Domestic 

traffic. 

Acid,  carbolic  and  crystals,  carload . 

$0. 25 
.25 

$0.35 

Albums,  any  quantity . 

.75 

Ale,  stout,  soda  and  mineral  waters,  carload . 

.20 

.30 

Ammonia,  carbonate  of,  carload . 

.16 

.18 

Ammonia,  muriate  of,  carload . 

.16 

.18 

Ammonia,  sulphate  of,  carload . 

.16 

.18 

Asphaltum  and  asphaltum  substitutes  in  solid  form,  in  cakes,  sacks,  slack  bar¬ 
rels  or  barrels  with  one  head  only,  carload  minimum  weight  40,000  pounds  .... 
Bagging,  carload . . . 

.20 

.17 

.20 

.30 

Beans,  castor,  carload . 

.17 

.30 

Bleach,  carload . 

.15 

.18 

Brimstone,  crude,  in  bulk  only,  carload . 

.16 

.16 

Burlaps,  carload . 

.17 

.30 

Carbonate,  crystal,  carload . 

.16 

.30 

Cement,  carload,  minimum  weight  38,000  pounds,  except  that  when  the  capacity 
of  the  car  is  less  the  actual  capacity  of  the  car  will  govern,  but  in  no  case  shall 
the  minimum  carload  weight  be  less  than  30,000  pounds . 

15 

.20 

Clay,  carload .  . * . 

.15 

.20 

Crockery  and  china,  any  quantity . 

.18 

.30 

Dolls,  any  quantity . 

.25 

.75 

Dormant* plants  and  seedlings,  in  crates,  boxes,  or  barrels  (carload,  minimum 
weight  16,000  pounds): 

Carload . 

.30 

.75 

Less  than  carload . . . 

.65 

.75 

Emery  ore,  carload . 

.17 

.25 

Ferromanganese,  carload . 

4. 20 

4. 95 

Fish,  salted,  in  packages,  carload . 

.20 

.30 

Flax  waste,  in  bales,  carload  (minimum  weight  20,000  pounds) . 

.17 

.35 

Fuller’s  earth,  carload . * . 

.15 

.22 

Glycerin,  crude,  carload . 

.20 

.35 

Gravel  spar,  carload . 

3.  60 

5.60 

Hemp,  carload . 

.15 

.30 

Kainit,  carload . 

.15 

.25 

Kaolin,  carload . 

.15 

.20 

Leaves,  roots,  and  herbs,  carload . 

.35 

.75 

Linoleum,  carload . 

.25 

.35 

Magnesite,  in  bags  or  in  bulk,  carload . 

.15 

.22 

Mahogany  logs,  carload . 

.18 

.25 

Matting  (carload  minimum  weight  20.000  pounds),  less  than  carload  and  carload. 
Naphthalene  or  dry  disinfectants,  carload . 

.25 

.20 

.35 

.30 

Oil,  cocoanut  and  palm,  carload . 

.20 

.30 

Oil,  creosote,  carload . 

.20 

.30 

Olives,  in  wood,  any  quantity . 

.20 

.30 

Ore,  chrome,  carload . 

3.60 

4.00 

Ore,  iron,  carload . 

3.60 

4.00 

Ore,  manganese,  carload . 

3.60 

4.95 

Pig  iron,  all  kinds,  carload . 

4.62 

4.62 

Plate  glass,  loaded  in  box  cars,  carload . 

.35 

.50 

Potash,  carbonate  of,  in  casks,  carload . 

.  16 

.22 

Potash,  caustic,  carload . 

.16 

.22 

Potash,  muriate  of,  carload . 

.16 

.22 

Potash,  sulphate  of,  carload . 

.16 

.22 

Pyrites,  iron,  carload . 

3.00 

3.50 

Rags,  waste  paper,  and  old  rope,  carload . 

.  17 

.30 

Rice,  brewers’ ,*carload . . . 

.18 

.25 

Sal  ammoniac,  carload . 

.  16 

.18 

Salt,  carload(minimum  weight,  in  barrels,  30,000  pounds;  in  boxes,  40,000  pounds; 
in  sacks  or  in  bulk,  40,000  pounds;  mixed  carloads,  40,000  pounds)  . . 

.  15 

.20 

Salt  cake,  carload . * . . . . . * . . . 

.16 

.20 

Saltpeter,  carload . 

.20 

.30 

Seeds,  all  kinds,  carload . 

.20 

.30 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


627 


Commodities. 

Import 

traffic. 

Domestic 

traffic. 

Sisal,  carload . 

SO.  15 
.16 

SO.  30 
.18 

Soda  ash,  carload . . 

Soda,  bicarbonate,  carload . 

.16 

.20 

Soda,  caustic,  carload . 

.  16 

.18 

Soda,  nitrate,  carload . 

.15 

.30 

Soda,  sal,  carload . 

.16 

.18 

Soda,  silicate,  carload . 

.16 

.  18 

Soda,  sulphate,  carload . 

.16 

.18 

Spiegeleisen,  carload . 

4.  20 

4.95 

Sulphur,  crude,  in  bulk  only,  carload .  . 

.16 

.16 

Tea,  carload  (minimum  weight  20,000  pounds) . 

.40 

.75 

Tea  sweepings  or  tea  waste,  carload  (minimum  weight  24,000  pounds) . 

.20 

.75 

Tobacco,  in  any  quantity,  from  Cuba . . . 1 . 

.35 

.75 

Toys,  any  quantity . . . 

.25 

.75 

Wool,  grease,  carload . 

.20 

.30 

In  most  cases  the  New  York  to  Chicago  rate  is  the  minimum  rate  to  all  percentage 
points  east  of  Chicago. 

The  memorandum  referred  to  in  the  foregoing  letter  is  as  follows: 

Summary  of  Pennsylvania  Railroad  import  tonnage  for  six  months  ending  June  80,  1905, 
via  New  York,  Philadelphia,  and  Baltimore,  as  compared  with  Pennsylvania  Railroad 
total  west-hound  tonnage. 


From — 

Import. 

West 

bound. 

Per  cent. 

New  York . . 

Tons. 
9,224 
23, 428 
12, 932 

Tons. 
149, 129 
149, 124 
50,335 

6.2 
15  7 
25.7 

Philadelphia . 

Baltimore . 

Total . 

45, 604 

348, 588 

13.1 

1 


.... 


•r. 


- 

■  '  :■ . . 

■ 


9 


..  ; 


* 


REGULATION  OF  RAILWAY  RATES. 


DIGEST  OF  THE  HEARINGS 
BEFORE  THE  COMMITTEE  ON  INTERSTATE  COMMERCE 
SENATE  OF  THE  UNITED  STATES, 

HELD  FROM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE, 

TOGETHER  WITH  CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE, 

DATED  JULY  3,  1905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  UNITED  STATES  INTERSTATE  COMMERCE  COMMISSION, 

AND 

H.  T.  NEWCOMB. 


APPENDIX  VI. 

DECEMBER  15,  1905. 


Prepared  by  WILLIAM  J.  MEYERS, 


UNDER  THE  DIRECTION  OF 

Messrs.  ADAMS  and  NEWCOMB. 


APPENDIX  VI. 


CONCENTRATION  OF  RAILWAY  CONTROL  IN  THE  UNITED 

STATES. 

[Prepared  by  Mr.  Wm.  J.  Meyers,  under  the  direction  of  Messrs.  Adams  and 

Newcomb.] 

A  number  of  witnesses  who  appeared  before  the  Senate  Committee 
on  Interstate  Commerce  made  reference,  either  directly  or  by  infer¬ 
ence  in  their  argument,  to  the  concentration  of  control  in  the  opera¬ 
tion  of  railway  property. 

The  extent  to  which  this  tendency  has  progressed,  the  means  by 
which  such  concentration  has  been  accomplished,  as  well  as  the  politi¬ 
cal,  social,  and  industrial  results  likely  to  follow,  were  regarded  by 
all  who  touched  this  phase  of  the  railway  problem  as  of  importance. 
This  being  the  case,  it  was  believed  that  the  committee  would  be 
assisted  in  its  deliberations  by  definite  information  concerning  con¬ 
centration  of  railway  control.  It  is  the  purpose  of  this  appendix  to 
suppty  such  information  as  was  obtainable. 

The  information  here  presented  is  based  primarily  upon  the  official 
reports  of  the  railway  companies  to  the  Interstate  Commerce  Com¬ 
mission.  Owing,  however,  to  the  fact  that  many  of  the  reports  for 
the  year  ending  June  30,  1905,  had  not  been  received  at  the  time  this 
work  was  done,  and  owing,  further,  to  the  fact  that  in  some  cases  the 
reports  filed  did  not  fully  disclose  the  information  sought,  use  was 
also  made  of  certain  standard  financial  publications. 

The  results  of  this  investigation  are  presented  in  the  form  of  tables, 
which,  being  for  the  most  part  self-explanatoiy,  are  submitted  without 
extended  comment. 

Table  I  shows  for  each  of  the  principal  railway  systems  operating 
in  the  United  States  (the  word  u system”  being  used  in  a  technical 
sense,  as  explained  below)  the  number  of  miles  of  operated  line  on 
June  30,  1904,  the  number  of  miles  of  second,  third,  and  fourth  track 
operated  on  the  same  date,  the  gross  earnings  for  the  year  ending  on 
that  date,  and  the  number  of  ton- miles  of  freight  carried  during  the 
same  year,  together  with  percentage  figures  showing  the  relations  of 
these  various  items  to  the  totals  for  the  United  States.  This  table 
shows  also  commercial  values  of  certain  groups  of  railways.  It  was 
not  possible  to  obtain  for  publication  the  values  of  the  systems  or  of 
the  individual  railways  of  which  the  systems  are  composed,  inasmuch 
as  part  of  the  data  upon  which  this  value  rests  were  furnished  b}T  the 
railways  as  a  matter  of  courtesy.  The  manner  in  which  the  values 
here  given  were  arrived  at  is  fully  described  in  Census  Bulletin  No.  21, 
which  gives  the  commercial  valuation  of  railways  in  the  United  States 
as  of  June  30,  1904. 


631 


632 


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Table  I. — Showing  mileage ,  earnings,  and  freight  traffic  of  the  principal  railway  systems  in  the  United  States — Continued. 


634 


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PENNSYLVANIA  SYSTEM— Continued. 


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Table  II. — Showing  principal  railway  systems  in  the  United  States  and  the  relation  of  their  component  parts  to  the  controlling  corporation — Continued. 

CLEVELAND,  CINCINNATI,  CHICAGO  AND  ST.  LOUIS  SYSTEM. 


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Central  R.  R.  Co.  of  New  Jersey,  jointly  with  Lehigh  Coal  and  Navigation  Co.,  owns  control  of  Lehigh  and  Hudson  River  Rwy.,  which,  with  its  controlled  Chronicle. 

lines  on  June  30,  1904,  operated  90.30  "miles. 

Reading  Company  owns  about  80  per  cent  of  preferred  capital  stock  of  Philadelphia  Belt  Line  R.  R.  Co.,  wrhich  on  June  30,  1904,  operated  6.68  miles .  Reading  Co. 

Reading  Company  owns  $1,000,000  out  of  a  total  issue  of  $40,334,800  common  stock  of  Lehigh  Valley  R.  R.  Co.,  which  on  June  30, 1904,  operated  1,385.27  miles.  Reading  Co. 


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657 


Table  II. — Showing  principal  railway  systems  in  the  United  States  and  the  relation  of  their  component  parts  to  the  controlling  corporation — Continued. 

In  addition  to  the  foregoing  companies  controlled  by  Rock  Island  Company  through  stock  ownership,  a  close 
working  relationship  exists  between  it  and  New  Mexico  Railway  and  Coal  Company,  which  controls  a  small  system  of 
railways  operating  in  the  territory  of  New  Mexico,  the  component  parts  of  which  system  are: 


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Table  II. — Showing  principal  railway  systems  in  the  United  States  and  the  relation  of  their  component  parts  to  the  controlling  corporation — Continued. 

CENTRAL  OF  GEORGIA  SYSTEM. 


676 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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OE  HEARINGS  ON  RAILWAY  RATES 


677 


678 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


In  the  examination  of  the  above  tables  the  peculiar  use  of  the  word 
u  system 51  should  not  be  overlooked.  By  this  word  is  meant  the  aggre¬ 
gation  of  rail  wa}7  elements  the  control  of  which  rests  ultimately  in  a  single 
corporation.  This  control  may  be  exercised  directly  through  the  corpo¬ 
rate  ownership  of  the  tangibles,  or  indirectly  through  the  corporate 
ownership  of  all  or  of  a  majority  of  the  voting  securities  of  the  subsidiary 
corporation,  or  it  may  arise  directly  from  a  lease  or  other  operating 
contract  between  corporations.  The  details  upon  which  are  based  the 
aggregation  and  arrangement  of  the  component  parts  of  the  various 
systems  presented  in  Table  I  will  be  found  in  Table  II,  which  gives  a  de¬ 
tailed  analysis  of  inter- rail  way  organization,  and  is  submitted  as  the 
justification  of  the  classification  reported  in  Table  I.  It  also  gives  the 
names  and  mileage  of  all  of  the  component  parts  of  the  systems,  and 
shows  the  manner  in  which  these  systems  are  held  together,  so  far  as 
their  organization  depends  upon  corporate  stock  ownership  or  con¬ 
tractual  agreement. 

By  reference  to  this  table  it  appears  that  in  most  cases  the  control 
is  exercised  by  the  indirect  means  of  stock  ownership,  the  controlling* 
corporation  having  the  power  of  electing  all  or  a  major  part  of  the 
directors  of  the  subsidiary  corporation,  and  through  these  directors 
of  controlling  the  operations  of  the  corporation. 

A  variation  in  the  use  of  the  word  “  system,”  as  just  defined,  may  be 
found  in  connection  with  what  is  called  the  Great  Northern — Northern 
Pacific  System.  Shortly  after  the  organization  of  the  Northern  Secur¬ 
ities  Company  in  the  latter  part  of  1901  this  corporation  acquired,  in 
exchange  for  its  own  shares,  a  majority  of  the  shares  of  the  Great 
Northern  Railway  Company  and  a  majority  of  those  of  the  Northern 
Pacific  Railway  Company.  Later  this  corporation  was  adjudged  by 
the  Federal  courts  to  be  an  illegal  combination  and  was  ordered  dis¬ 
solved.  By  the  time  of  such  adjudication  it  had  acquired  more  than 
94  per  cent  of  all  the  shares  of  the  Great  Northern  Railway  Company 
and  more  than  99  per  cent  of  all  of  those  of  the  Northern  Pacific  Rail¬ 
way  Company.  The  plan  of  distribution  adopted  by  the  Northern 
Securities  Company,  and  after  litigation  sustained  by  the  Federal 
courts,  was  a  pro  rata  distribution  of  assets  among  its  shareholders. 
Thus,  it  came  about  that  approximately  94  per  cent  of  the  shares  of 
the  Great  Northern  Railway  Company  and  about  99  per  cent  of  those 
of  the  Northern  Pacific  Railway  Company  went  into  the  hands  of  the 
same  persons.  Evidently,  if  these  persons  have  not  changed  their 
holdings  of  these  shares,  the  control  of  the  two  railway  corporations 
is  practically  as  unified  as  before  the  dissolution  of  the  Northern 
Securities  Company,  since  it  is  scarcely  to  be  supposed  that  the  minor¬ 
ity  holding  of  less  than  6  per  cent  of  the  shares  of  the  Great  Northern 
Railway  Company  which  did  not  pass  into  the  possession  of  the 
Northern  Securities  Company  would  ever  exercise  the  balance  of 
power.  As  there  is  no  public  evidence  of  material  changes  in  the 
holdings  of  the  shares  of  these  two  railway'  corporations  since  the  dis¬ 
solution  of  the  Northern  Securities  Company,  the  two  corporations 
may  fairly  be  assumed  to  be  at  the  present  time  parts  of  a  system 
which  is  here  called  the  Great  Northern-Northern  Pacific  System. 

The  extent  of  the  centralization  of  control  in  railway  administration 
is  not  fully  disclosed  by  the  information  thus  far  presented.  Com- 


Table  III. — Showing  pei'sonnel  of  majorities  of  hoards  of  directors  controlling  corpoi'aticms  named  in  Table  1. 


Covers  88.80  per  cent  of  miles  operated,  94.08  per  cent  of  gross  earnings,  96.36  per  cent  of  ton-miles  of  freight  carried,  and  94.19  per  cent  of  commercial  value  of  operating  property. 


Covers  82.16  per  cent  of  miles  operated,  90.39  per  cent  of  gross  earnings,  93.19  per  cent  of  ton-miles  of  freight  carried,  and  90.89  per  cent  of  commercial  value  of  operating  property. 


Covers  53.29  per  cent  of  miles  operated.  64.70  per  cent  of  gross  earnings,  71.69  per  cent  of  ton-miles  of  freight  carried,  and  66.12  per  cent  of  commercial  value  of  operating  property. 


RAILWAY  CORPORATIONS. 


S  S  a 
1  =  4 


Penosv!  van  in  Railroad  Company . 

Baltimore  and  Ohio  Railroad  Company - 

Norfolk  and  Western  Railway  Company . 

Ne»  York  Central  and  Hudson  River  Railroad  Company 

Chicago  and  Northwestern  Railway  Company . 

Cleveland.  Cincinnati.  Chicago  and  St.  Louis  Railway 

Read!  ne  Company . 

Chesapeake  and  Ohio  Railway  Company . 

Erie  lull  road  Company 

(tfliltnir  Crtmr 


£  SC 


.  i  5 

c  5  E  .  S 

a  :  -  s  a 


“  2  O 

c  =  g 

4  •=  Q  I  £ 


Southern  Railway  Company . 

Delaware.  Lackawanna  and  Western  Railroad  Company 

Lehigh  Valley  Railroad  Company . 

Delaware  ana  Hudson  Company . . 

Great  Northern  Railway  Company . 

Northern  Pacific  Railway  Company . 

Union  Pacific  Railroad  Company . 

Southern  Pacific  Company . ... 

Rock  Island  Company . . . 

n  Rail  way  <  ompai  .  -  - 


■  1  ”  “  Coinpan)  - 

Wabash  Railroad  Company . 

Denver  and  Rio  Grande  Railroad  Company . 

Texas  and  Pacific  Railway  Company . 

St.  Louis  Southwestern  Railway  Company . 

Western  Maryland  Railroad  Company . 

Atlantic  Coast  Line  Company . 

Atchison.  Topeka  and  Santa  Fe  Railway  Company. 

New  York.  New  Haven  and  Hartford  Railroad  Company. 

Illinois  Central  Railroad  Company . 

Chicago.  Milwaukee  and  St.  Paul  Railway  Company. 

Boston  and  Maine  Railroad  Company . 

Missouri.  Kansas  and  Texas  Railway  Company 
United  -tates  Steel  Corporation 


•S  Steel  Corporate 

i  ,  and  Nr.)thi-rti  KjiiI'mi'  Company  . 

Minneapolis  and  St.  Louis  Railroad  Company  . 

Seaboard  Company . 

Grand  Trunk  Railway  Company  of  Canada .... 

Canadian  Pacific  Railway  Company . 

Central  of  Georgia  Railway  Company . 

Chicago  Great  Western  Railway  Company . 


S.  Doc.  244,  59-1.  (To  face  page  678.) 


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DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


679 


munity  of  interest  and  unity  of  direction  extend  beyond  the  con¬ 
tractual  or  proprietary  relations  which  underlie  the  systems.  This 
may  be  termed  the  control  of  group  interests.  It  has  long  been  matter 
of  common  knowledge  that  in  many  cases  a  comparatively  small  num¬ 
ber  of  men  acting  unitedly  may,  through  their  ownership  or  control 
of  stocks  in  the  controlling  corporations  of  two  or  more  systems,  unify 
the  operations  of  those  systems  in  such  wise  as  to  produce  as  har¬ 
monious  operation  as  could  be  had  if  all  the  elements  were  aggregated 
into  a  single  system.  To  determine  the  precise  location  of  ownership 
of  the  capital  shares  of  the  controlling  corporations  of  the  various 
systems  would  require  access  to  the  stock  books  of  these  several  cor¬ 
porations.  Obviously  this  was  impracticable.  The  best  evidence 
which  it  seemed  practicable  to  obtain  from  public  sources  in  regard 
to  this  unification  of  ownership  is  that  embodied  in  the  personnel  of 
the  boards  of  directors  of  the  controlling  corporations  of  the  several 
s}7stems.  When  the  same  individuals  constitute  harmoniously  acting 
majorities  of  the  boards  of  directors  of  two  or  more  corporations,  it 
seems  proper  to  say  that  the  control  of  the  particular  corporations 
whose  boards  are  thus  constituted  is  actually  unified.  It  is  the  purpose 
of  Table  III  to  show  the  extent  to  which  concentration  of  railway 
control  is  evidenced  by  the  personnel  of  boards  of  railway  directors. 

An  inspection  of  Table  III  shows  several  significant  results.  It 
shows,  for  example,  that  the  majorities  of  the  boards  of  directors  of 
the  corporations  under  whose  control  is  carried  a  very  large  portion 
of  the  east-bound  traffic  traversing  that  portion  of  the  United  States 
east  of  the  Mississippi  river  may  be  selected  from  a  group  of  persons 
only  39  in  number. 

The  9  persons  indicated  by  the  asterisks  in  the  first  line  of  Table 
III  constitute  a  majority  of  the  board  of  directors  of  the  Pennsylvania 
Railroad  Company.  To  these  may  be  added  four  others,  making  a 
total  of  13  persons,  with  the  result  that  these  13  constitute  majori¬ 
ties  of  the  boards  of  the  Pennsylvania  Railroad  Company  and  the  Bal¬ 
timore  and  Ohio  Railroad  Company.  Inspection  shows  that  these 
13  also  may  control  the  Norfolk  and  Western  Railway  Company,  and 
the  systems  of  these  three  companies  comprise  what  is  in  Table  I 
called  the  Pennsylvania  group.  Throwing  these  statements  into  tabu¬ 
lar  form  we  have — 


Capable  of  controlling  the  boards  of  directors  of  all 
the  preceding  corporations  in  this  list  and  that  of 
the— 


To  the  preced¬ 
ing  total  of — 

May  be 
added — 

Making  a  tota 
of— 

No  persons . 

9  persons . 

9  persons.... 

9  persons . 

4  persons . 

13  persons  . . 

lb  persons  . 

No  persons. . . . 

13  persons  . . 

13  persons . 

6  persons . 

19  persons  . . 

19  persons . 

No  persons.... 

19  persons  . . 

19  persons . 

5  persons . 

24  persons  . . 

24  persons . 

1  person . 

25  persons  . . 

25  persons . 

2  persons . 

27  persons  . . 

27  persons . 

3  persons . 

30  persons  . . 

30  persons . 

5  persons . 

35  persons  . . 

35  persons . 

2  persons . 

37  persons  . . 

37  persons . 

2  persons . 

39  persons  . . 

39  persons . 

4  persons . 

43  persons  . . 

43  persons . 

5  persons . 

48  persons  . . 

48  persons  ...... 

2  persons . 

50  persons  . . 

50  persons . 

1  person . 

51  persons  . . 

51  persons . 

6  persons . 

57  persons  . . 

Pennsylvania  Railroad  Co. 

Baltimore  and  Ohio  R.  R.  Co. 

Norfolk  and  Western  R.  R.  Co. 

New  York  Central  and  Hudson  River  R.  R.  Co. 
Chesapeake  and  Ohio  Rwy.  Co. 

Chicago  and  Northwestern  Rwy.  Co. 

Cleveland,  Cincinnati,  Chicago  and  St.  Louis  Rwy. Co. 
Reading  Co. 

Erie  R.  R.  Co. 

Southern  Rwy.  Co. 

Delaware,  Lackawanna  and  Western  R.  R.  Co. 
Lehigh  Valley  R.  R.Co. 

Great  Northern  Rwy.  Co. 

Northen  Pacific  Rwy.  Co. 

Union  Pacific  R.  R.  Co. 

Southern  Pacific  Co. 

Rock  Island  Co. 


680 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


This  group  of  39  persons  (shown  above  the  heavw  line  in  the  fore¬ 
going)  hqs  within  its  control  all  railway  access  to  the  port  of  Phila¬ 
delphia,  and  practically  all  of  that  to  the  ports  of  New  York  and 
Baltimore.  The  only  exceptions  worthy  of  mention  are  the  New  York, 
New  Haven  and  Hartford  and  the  Central  Vermont  in  connection  with 
New  York,  and  the  Western  Mar  viand  system  in  connection  with  Bal¬ 
timore.  The  significance  of  these  svstems  in  this  connection  mav 
readily  be  judged  upon  reference  to  Table  I.  A  large  portion  of  the 
export  traffic  of  the  port  of  Boston  originating  west  of  the  Hudson 
river  is  also  within  the  control  of  this  group,  as  also  is  a  considerable 
part  of  the  export  traffic  of  the  ports  of  New  Orleans,  Mobile,  Bruns¬ 
wick,  Savannah,  Charleston,  and  Norfolk. 

If  to  this  group  there  be  added  18  persons,  including  6  for  the  Rock 
Island  system,  like  influence  at  the  Pacific  ports  is  made  possible. 

The  important  systems  reaching  the  Pacific  and  not  within  the  con¬ 
trol  of  this  group  are  the  Atchison  and  Canadian  Pacific:  the  only  ones 
reaching  the  Gulf  and  the  South  Atlantic  are  the  Atchison  System, 
the  Gould  Group,  the  Illinois  Central  System,  the  Seaboard  Company 
System,  and  the  Atlantic  Coast  Line  Company  System.  To  include 
all  these  systems,  except  the  Canadian  Pacific  System,  will  require  the 
extension  of  the  number  of  persons  in  the  controlling  group  to  93. 
These  93  persons,  if  they  acted  together,  would  be  able  to  control  more 
than  75  per  cent  of  the  operated  mileage  of  the  country,  more  than 
81  per  cent  of  the  gross  earnings,  more  than  87  per  cent  of  the  ton- 
mileage,  and  more  than  82  per  cent  of  the  commercial  value  of  the 
railway-operating  property. 

It  may  be  proper  to  say  a  word  with  regard  to  the  authorities  used 
in  drawing  up  the  table  here  submitted.  Table  III  is  based  upon  the 
information  contained  in  the  “ Railway  and  Industrial  Section'1  of  the 
Commercial  and  Financial  Chronicle  bearing  date  July  29,  1905,  the 
weekly  issues  of  the  Chronicle  since  that  date,  to  and  including  Octo¬ 
ber  7,  1905,  and  such  reports  of  railway  corporations  for  the  year 
ending  June  30, 1905,  as  were  filed  with  the  Interstate  Commerce  Com¬ 
mission  prior  to  October  8.  The  table  is  believed  to  be  substantially 
correct  and  to  indicate  fairly  the  present  concentration  of  railway 
control  through  directors. 

Table  II  shows  in  the  column  headed  “Authority  ”  the  source  of  the 
particular  information  covering  intercorporation  control,  the  initials 
“I.  C.  C.”  denoting  the  official  reports  of  railway  companies  to  the  Inter¬ 
state  Commerce  Commission,  the  word  “Chronicle”  denoting  the  Rail- 
wav  and  Industrial  Section  of  the  Commercial  and  Financial  Chronicle 
of  Jul}7  29, 1905,  and  subsequent  weekly  issues  of  that  periodical  prior 
to  October  8,  1905,  the  word  “Poor”  denoting  Poor’s  Manual  of  the 
Railroads  of  the  United  States  for  1901,  and  the  word  u Moody”  denot¬ 
ing  Moody’s  Manual  of  Railroad  and  Corporation  Securities  for  the 
year  1905.  The  stated  numbers  of  miles  operated  are  from  the  report 
of  the  statistician  to  the  Interstate  Commerce  Commission  for  the  year 
ending  June  30.  1901. 

Table  I  is  based  with  regard  to  the  selection  of  systems  upon  Table 
II,  and  the  statistical  data  of  mileage,  earnings,  and  freight  traffic 
from  the  official  reports  of  the  railway  corporations  to  the  Interstate 
Commerce  Commission  for  the  year  just  stated.  The  values  are,  as 
before  stated,  compiled  from  the  material  used  in  the  preparation  of 
Census  Bulletin  No.  21. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


681 


In  view  of  the  extent  to  which  concentration  of  control  has  been 
carried,  as  indicated  by  the  foregoing-  table,  another  question  is  natu¬ 
rally  suggested.  Is  this  form  of  concentration  wholly  of  recent 
development,  and  if  not,  is  the  tendency  stronger  at  present  than  for¬ 
merly?  It  is  of  course  apparent  that  a  question  of  this  nature  is  not 
capable  of  definite  statistical  answer,  but  some  light  may  be  thrown 
upon  it  bv  a  comparative  study  of  boards  of  directors  for  different 
years.  The  tables  next  introduced  attempt  such  a  comparison.  They 
cover  the  fiscal  years  1889,  1898,  and  1904.  The  year  1898  was  selected 
in  view  of  the  fact  that,  beginning  with  July,  1897,  the  railways  of 
the  United  States  entered  upon  the  present  period  of  commercial  pros¬ 
perity. 


Table  IV  A. — Number  of  directors  compared  with  number  of  corporations  and  of  miles. 


1 

•> 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

Operating  corpora¬ 
tions. 

Miles  operated. 

Total 

mem¬ 

bership 

of 

boards 
of  di¬ 
rectors. 

Individuals  be¬ 
longing  to  these 
boards. 

Average  number 
of  directorships. 

Years. 

Included  in 
this  report. 

Included  in  this 
report. 

Propor¬ 
tion  of 
total 
member¬ 
ship. 

lOOXCol.  9. 

Per  op¬ 
erating 

Per  1,000 
miles  of 

In  the 
United 
States. 

No. 

Propor¬ 
tion  of 
total. 

too  X  Col.  3. 

In  the 
United 
States. 

No. 

Propor¬ 
tion  of 
total. 

tooxCoi.  6. 

No. 

corpo¬ 

ration. 

Col.  8. 

line. 

l.OOOXCol.  8. 

Col.  2. 

Col.  5. 

Col.  8. 

Col.  3. 

Col.  6. 

1904 

1,314 

758 

Per  ct. 
57. 69 

220, 112 

211,812 

Per  ct. 
96.22 

5,871 

4,212 

Per  ct. 
71.75 

7.74 

27. 72 

1898 

1,192 

739 

62. 00 

190, 870 

178, 362 

93.  46 

5, 865 

4, 556 

77.68 

7.93 

32.88 

1889 

997 

559 

56.  07 

160, 406 

142, 346 

88.  74 

4,836 

3, 665 

75.  78 

8.  65 

33.97 

Table  IV  B. — Number  of  operating  corporations  classified  according  to  the  relation  of 

their  directors  to  other  operating  corporations. 


Item. 


Total  number  of  directors . 

Having  no  directors  in  boardsof  other  companies. 
Having  1  director  in  boards  of  other  companies.. 
Having  2  directors  in  boards  of  other  companies. . 
Having  3  directors  in  boards  of  other  companies. . 
Having  4  directors  in  boards  of  other  companies. . 
Having  5  directors  in  boards  of  other  companies. 
Having  6  directors  in  boards  of  other  companies. 
Having  7  directors  in  boards  of  other  companies. 
Having  8  directors  in  boards  of  other  companies. 
Having  9  directors  in  boards  of  other  companies. 
Having  10  directors  in  boards  of  other  companies. 
Having  11  directors  in  boards  of  other  companies. 
Having  12  directors  in  boards  of  other  companies. 
Having  13  directors  in  boards  of  other  companies. 
Having  14  directors  in  boards  of  other  companies. 
Havingl5  directors  in  boards  of  other  companies. 
Having  16  directors  in  boards  of  other  companies. 


Year  ending  June  30— 


1904. 

1898. 

1889. 

Num¬ 

ber. 

Per  cent. 

Num¬ 

ber. 

Per  cent. 

Num¬ 

ber. 

Percent. 

758 

100. 00 

739 

100. 00 

559 

100. 00 

248 

32.72 

246 

33. 29 

156 

27. 91 

84 

11.08 

106 

14.34 

78 

13. 95 

69 

9.10 

76 

10.28 

58 

10. 38 

73 

9.  63 

71 

9.61 

59 

10.55 

67 

8. 84 

76 

10.28 

53 

9.48 

45 

5.  94 

46 

6.22 

39 

6.98 

44 

5.80 

34 

4.60 

37 

6.62 

44 

5. 80 

31 

4.20 

28 

5. 01 

29 

3. 83 

17 

2.30 

14 

2.50 

9 

1.19 

15 

2.  03 

11 

1.97 

13 

1.72 

8 

1.08 

8 

1.43 

12 

1.58 

6 

.81 

8 

1.43 

8 

1.06 

5 

.68 

9 

1.61 

8 

1.06 

1 

.  14 

2 

.26 

1 

.14 

0 

.26 

1 

.18 

1 

.13 

682 


DIGEST  OF  HEARINGS  OX  RAILWAY  RATES 


Table  IV  C. — Railway  mileage  classified  according  to  the  relations  of  the  director*  of  the 

operating  corporations  to  other  operating  corporations. 


Item. 


Total  mileage  covered  by  reports.. 

Having  no  directors  in  boards  of  other 

companies . 

Having  1  director  in  boards  of  other 

companies . 

Having  2  directors  in  boards  of  other 

companies . 

Having  3  directors  in  boards  of  other 

companies . 

Having  4  directors  in  boards  of  other 

companies . 

Having  5  directors  in  boards  of  other 

companies . 

Having  6  directors  in  boards  of  other 

companies . 

Having  7  directors  in  boards  of  other 

companies . 

Having  8  directors  in  boards  of  other 

companies . 

Having  9  directors  in  boards  of  other 

companies . . 

Having  10  directors  in  boards  of  other 

companies . 

Having  11  directors  in  boards  of  other 

companies . . . 

Having  12  directors  in  boards  of  other 

companies . 

Having  13  directors  in  boards  of  other 

companies . 

Having  14  directors  in  boards  of  other 

companies . 

Having  15  directors  in  boards  of  other 

companies . 

Having  16  directors  in  boards  of  other 
companies . 


Year  ending  June  30 — 


1904. 


1898. 


1889. 


Mileage. 

Propor¬ 
tion  of 
total. 

Mileage. 

Propor¬ 
tion  of 
total. 

Mileage. 

Propor¬ 
tion  of 
total. 

Miles. 

211,812 

Per  cent.. 

100. 00 

Miles. 

178,362 

Per  cent. 
100. 00 

Miles. 
142, 346 

Per  cent. 
100.00 

10, 033 

4.73 

9. 375 

5. 26 

9, 523 

6.69 

5, 413 

2.56 

8,317 

4.66 

12, 530 

8.80 

4,541 

2. 14 

9,427 

5. 28 

10, 360 

7.28 

8,643 

4.08 

13,176 

7.39 

10, 148 

7.13 

21,618 

10. 21 

15,235' 

8.54 

16, 430 

11.54 

7, 956 

3.76 

20, 256 

11.36 

11,394 

8. 01 

13, 181 

6.22 

16,332 

9.16 

11, 551 

8. 12 

20, 381 

9.  62 

14, 840 

8. 32 

18, 252 

12.82 

30, 470 

14.38 

20,  676 

11.  59 

7,127 

5. 01 

6, 149 

2.  90 

18, 396 

10.31 

8, 969 

6. 30 

11,132 

5.26 

4,499 

2.52 

8, 149 

5. 72 

18, 486 

8. 73 

11,  306 

6. 34 

6, 566 

4.61 

15, 002 

7.08 

9, 592 

5.  38 

7, 092 

4.98 

25, 450 

12.02 

5,086 

2.  85 

4, 026 

1.90 

1,849 

1.04 

7,448 

3.52 

4, 255 

2.99 

1,883 

.89 

Table  IV  D. — Namier  of  individual  directors  classified  according  to  the  numbers  of 
operating  corporations  to  the  boards  of  directors  to  which  they  belong. 


Year  ending  June  30  — 


Item. 

1904. 

1898. 

1889. 

Number. 

Propor¬ 
tion  of 
total. 

Number. 

Propor¬ 
tion  of 
total. 

Number. 

Propor¬ 
tion  of 
total. 

Total  number  of  directors . 

4, 212 

Per  cent. 
100. 00 

4, 556 

Per  cent. 
100.00 

3, 665 

Per  cent. 

100.00 

Belonging  to  1  board . 

3,523 

399 

83. 64 

3, 936 
356 

86. 39 

3,138 

302 

85. 62 

Belonging  to  2  boards . 

9.  47 

7. 82 

8.24 

Belonging  to  3  boards . 

95 

2.26 

112 

2. 46 

105 

2.86 

Belonging  to  4  boards . 

72 

1.  71 

52 

1.14 

39 

1.06 

Belonging  to  5  boards . 

44 

1.  04 

38 

.83 

30 

.82 

Belonging  to  6  boards . 

18 

.43 

26 

.  57 

14 

.38 

Belonging  to  7  boards . 

18 

.43 

13 

.29 

8 

.22 

Belonging  to  8  boards . 

6 

.  14 

6 

.  13 

9 

.24 

Belonging  to  9  boards . 

8 

.  19 

3 

.07 

7 

.19 

Belonging  to  10  boards . 

7 

.  17 

6 

.  13 

5 

.13 

Belonging  to  11  boards . 

4 

.  10 

2 

.04 

i 

.03 

Belonging  to  12  boards . 

2 

2 

.05 

3 

.07 

i 

.03 

Belonging  to  13  boards . 

.  05 

1 

.02 

i 

.03 

Belonging  to  14  boards . 

4 

.10 

1 

.02 

Belonging  to  15  boards  . 

2 

.  05 

Belonging  to  16  boards . 

i 

.02 

1 

.02 

i 

.03 

Belonging  to  17  boards 

O 

05 

i 

.03 

Belonging  to  18  boards 

I 

02 

Belonging  to  19  boards . 

l 

.02 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


683 


Table  IV  D. — Number  of  individual  directors  classified  according  to  the  numbers  of 
operating  corporations  to  the  boards  of  directors  to  which  they  belong — Continued. 


Year  ending  June  30- 

Item. 

1904. 

1898. 

1889. 

Number. 

Propor¬ 
tion  of 
total. 

Number. 

Propor¬ 
tion  of 
total. 

Number. 

Propor¬ 
tion  of 
total. 

Belonging  to  20  boards . 

Per  cent. 

Per  cent. 

Per  cent. 

Belonging  to  21  boards . ; . 

1 

.03 

Belonging  to  22  boards . 

i 

.02 

Belonging  to  23  boards . 

i 

.02 

Belonging  to  24  boards . 

i 

.02 

Belonging  to  25  boards . . 

Belonging  to  26  boards . 

Belonging  to  27  boards . 

Belonging  to  28  boards . 

1 

.03 

Belonging  to  29  boards . 

Belonging  to  30  boards . 

1 

.03 

Quite  a  number  of  significant  observations  may  be  drawn  from  the 
facts  submitted  in  the  above  tables.  By  reference  to  Table  A  one  ma\7 
learn  the  number  of  operating  railway  corporations  in  the  United  States 
for  the  years  1889,  1898,  and  1904,  as  also  the  number  included  in  this 
compilation.  Thus  56.07  per  cent  of  operating  corporations  are 
included  in  the  compilation  for  the  year  1889  and  57.69  per  cent  for 
the  };ear  1904.  The  mileage  covered,  however,  as  may  be  learned  from 
column  7  of  this  table,  was  88.74  per  cent  in  1889  as  against  96.22  per 
cent  in  1904.  The  significance  of  these  percentages  are  the  most 
clearly  suggested  by  observing  the  proportion  of  mileage  of  corpora¬ 
tions  excluded  from  the  compilation  during  the  years  in  question. 
Thus,  in  1889  the  amount  of  mileage  excluded  from  the  investigation 
was  11.26  per  cent  of  total  operated  mileage,  which  was  represented 


by 


44.93 


per  cent  of  the  total  number  of  operating  corporations. 


In  1904,  on  the  other  hand,  but  3.78  per  cent  of  operated  mile¬ 
age  was  excluded,  represented  by  42.31  per  cent  of  the  total  num¬ 
ber  of  operating  corporations.  These  figures  indicate  the  relatively 
insignificant  character  of  the  large  number  of  railway  corporations 
which  are  excluded  from  this  report,  but  which  are  included  in  the 
usual  compilations  of  independent  operating  railways.  This  class  of 
railways  is  composed  of  branches  and  spurs,  switching  lines,  industrial 
lines,  and  the  like,  which  have,  for  one  reason  or  another,  assumed  the 
form  of  independent  railway  corporations. 

Columns  8  to  10,  inclusive,  in  Table  A,  show7  the  total  membership  of 
boards  of  direction  and  the  total  number  of  individuals  representing  these 
directorships,  and  a  comparison  of  the  ratio  of  the  latter  to  the  former 
for  the  years  covered  by  the  investigation  may  be  accepted  as  indicat¬ 
ing  the  tendency  toward  concentration  of  railway  control  by  means  of 
the  method  under  consideration.  In  1889  the  total  number  of  director¬ 
ships  for  the  559  operating  corporations  was  4,836  as  against  5,871 
directorships  for  the  758  railway  corporations  in  1904.  The  number 
of  individuals  represented  on  the  boards  of  directors  was  3,665  in  1889 
as  against  4,212  in  1904,  the  ratio  of  individuals  to  directorships  being 
75.78  to  100  in  1889,  as  against  71.75  to  100  in  1904.  In  this  connec¬ 
tion  the  figures  for  the  year  1898  are  significant.  Thus  the  proportion 
of  individuals  to  directorships  in  that  year  was  77.68  to  100,  which 
shows  (assuming  that  the  years  covered  by  the  table  are  typical)  that 


684 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


the  tendency  toward  concentration  of  railway  control  of  the  form 
under  consideration  came  to  be  of  especial  importance  beginning  with 
1898. 

The  facts  submitted  in  columns  11  and  12  of  Table  A  are  also  sug¬ 
gestive.  Thus  the  average  number  of  directorships  per  operating  cor¬ 
poration  has  decreased  from  8.65  in  1889  to  7.74  in  1904,  while  the 
average  number  of  directorships  per  1,000  miles  of  line  has  decreased 
from  38.97  to  27.72. 

Table  B  undertakes  a  classification  of  operating  corporations  accord¬ 
ing  to  the  relation  which  their  directors  sustain  to  other  corporations. 
Of  more  significance,  however,  is  Table  C,  which  submits  a  similar 
classification  upon  a  mileage  basis.  As  indicating  the  tendency  dis¬ 
closed  by  these  tables,  attention  is  called  to  the  mileage  controlled  by 
corporations  having  seAren  directors  in  boards  of  other  corporations. 
Referring  to  the  two  tables  (B  and  C).  it  will  be  observed  that  in  1889 
there  were  28  corporations  with  a  mileage  of  18,252  miles,  having  7 
directors  in  the  boards  of  other  companies,  while  in  1904  there  were 
44 corporations  representing  20,381  miles  of  line  in  this  class.  Other 
similar  comparisons  may  be  made. 

In  Table  D  is  found  yet  another  classification  which  shows  the  num¬ 
ber  of  individual  directors  according  as  they  are  upon  one,  two,  three, 
or  more  boards  of  direction. 

While  the  summaries  submitted  in  Table  IV  are  in  no  sense  conclu¬ 
sive  as  measuring  the  concentration  of  railway"  control,  they  do,  when 
taken  in  connection  with  the  preceding  tables,  throw  considerable  light 
upon  the  situation. 


REGULATION  OF  RAILWAY  RATES 


DIGEST  OF  THE  HEARINGS 
BEFORE  THE  COMMITTEE  ON  INTERSTATE  COMMERCE 
SENATE  OF  THE  UNITED  STATES, 

HELD  FROM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE, 

TOGETHER  WITH ‘CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE, 

DATED  JULY  3,  1905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  INTERSTATE  COMMERCE  COMMISSION, 

AND 

H.  T.  NEWCOMB. 


VII. 


SYNOPSIS  OF  CASES  OF  ALLEGED  DISCRIMINATION  OTHER  THAN 

IN  TARIFF  RATES. 

BASED  UPON  A  COMPILATION  FROM  THE  RECORDS  OF  THE  INTERSTATE 
COMMERCE  COMMISSION,  MADE  BY  HAROLD  M.  BOWMAN,  UNDER 
THE  DIRECTION  OF  MESSRS.  ADAMS  AND  NEWCOMB. 


DECEMBER  15,  1905. 


.  . 

1  9 


4 


' 


/ 


APPENDIX  VII 


SYNOPSIS  OF  CASES  OF  ALLEGED  DISCRIMINATION  OTHER 

THAN  IN  TARIFF  RATES. 


COMPANY  CHARGES,  REBATES,  REFUNDS,  ETC. 

Docket  No.  16. 

Complaint. — The  complainant,  a  copartnership  doing  business  as 
dealers  in  coal  at  Providence,  R.  I.,  complained  of  the  defendant 
railroad : 

1.  That  it  was  guilty  of  unjust  discrimination  in  that  it  received 
shipments  free  of  wharfage  at  one  of  its  wharfs,  while  not  at  another. 

2.  That  it  was  guilty  of  giving  unreasonable  preferences  and  ad¬ 
vantages  in  making  a  discount  or  rebate  of  10  per  cent  to  any  person, 
firm,  or  corporation  which  should  receive  consignments  of  coal  in 
any  one  year  amounting  to  30,000  tons  or  upwards  at  any  one  station 
on  the  line  of  the  road. 

Facts. — The  tariff  taking  effect  April  4,  1887,  reads  as  follows: 
“  For  the  purpose  of  facilitating  quick  dispatch  of  the  coal  cars  of 
this  company  a  discount  of  10  per  cent  will  be  made  from  the  folloAV- 
ing  rates  to  any  person,  firm,  or  corporation  who  shall  receive  con¬ 
signments  of  coal  in  any  year  amounting  to  30,000  tons  or  upward 
at  any  one  station  on  the  line  of  this  road,  quick  dispatch  to  be 
conditioned  on  immediate  unloading  of  coal  on  its  arrival  at  desti¬ 
nation.” 

It  was  found  that  “  the  offer  is  not  made  conditional  on  quick  dis¬ 
patch."  “  The  pretended  consideration  is  purely  imaginary,”  and 
“  the  quick  dispatch  has  no  necessary  connection  with  the  offer." 

There  Avas  no  reasonable  probability  when  this  tariff'  Avas  put  out 
that  30.000  tons  would  be  received  bv  any  consignor  at  more  than 
thi  •ee  places  on  defendant’s  road,  and  it  Avas  doubtful  if  the  quantity 
would  be  received  at  any  other  station  than  at  Worcester,  and  it 
would  probably  be  receded  by  only  one  dealer  there. 

Conclusion  of  the  Commission. — The  discount  is  not  supportable 
(1)  on  the  published  offer  (vide  supra),  (2)  on  the  statement  in  the 
answer,  which  showed  that  Avhether  quick  dispatch  were  received  or 
not  the  promise  Avas  left  to  stand  on  the  single  condition  of  quantity, 
or  (3)  on  the  evidence  which  shoAvs  “  beyond  question  ”  that  a  party 
receiving  a  much  smaller  quantity  than  30,000  tons  can  comply  with 
a  condition  of  quick  dispatch  as  promptly  and.  fully  as  any  larger 
dealer. 

The  attempt  in  the  argument  to  uphold  the  discrimination  on  a 
consideration'  of  quantity,  merely,  is  an  afterthought.  The  defend¬ 
ant  has  publicly  selected  the  ground  on  which  it  will  base  the  dis¬ 
crimination  and  must  be.  bound  thereby.  But  it  might  change  its 


687 


688 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


ground  in  making  a  new  offer.  However,  “  there  is  nothing  in  the 
showing  in  this  case  to  justify  the  fixing  of  a  limitation  as  the 
ground  of  rebate  at  any  specified  quantity,  and  therefore  if  the 
discount  is  paid  to  one  dealer,  the  payment  will  be  evidence  of  the 
right  of  all  other  dealers  to  a  like  and  proportionate  discount.” 

Order  and  result. — Order  for  relief  to  complainant,  which  order 
was  complied  with. 

Docket  No.  186. 

Complaint. — Documentary  evidence,  filed  by  the  Michigan  Central 
Railroad  Company,  tending  to  show  that  the  Grand  Trunk  Railway 
was  granting  rebates  on  traffic  from  points  in  the  United  States  to 
points  in  Canada,  and  also  charging  less  than  its  published  tariff 
rates  on  such  traffic. 

Facts.— Facts  agreed.  The  Grand  Trunk  Railway  Company  filed 
a  tariff  with  the  Interstate  Commerce  Commission  on  October  20, 
1888,  which  gave  the  rates  on  coal  and  coke  to  a  large  number  of 
points  in  Canada,  among  them  Hamilton  and  Dundas,  to  which  the 
rate  named  was  $1  a  ton.  After  October  15,  1888,  it  failed  to  main¬ 
tain  such  rates  on  anthracite  coal  from  points  named  in  the  United 
States  to  points  in  Canada.  It  charged  to  Hamilton  at  the  rate  of 
75  cents  a  ton,  inclusive  of  the  tolls  for  crossing  Suspension  Bridge. 

Conclusion  of  the  Commission. — The  provisions  of  the  act  apply  to 
the  transportation  in  question,  and  the  Commission  has  jurisdiction. 
The  minor  contention  of  the  respondent  that  no  domestic  carrier  or 
other  complainant  makes  proof  of  specific  injury  from  disregard  of 
statutory  dut}7,  and  without  such  proof  the  Commission  should  not 
interfere,  not  sustained.  Neither  a  formal  complaint  nor  direct 
damage  to  a  complainant  is  necessary  to  give  jurisdiction  to  the 
Commission.  The  conclusion  of  the  Commission  is  that  the  Grand 
Trunk  Railway  Company  violated  the  sixth  section  of  the  act  to 
regulate  commerce. 

Disposition  of  case. — Respondent  ordered  to  cease  and  desist  from 
such  violations.  Order  complied  with. 

Docket  No.  130. 

Complaint. — That  since  about  April  4,  1887,  the  defendants'  have 
professed  to  maintain  joint  rates  and  classifications  between  Chicago 
and  New  York  on  flour,  grain,  provisions,  etc.;  that  the}7  have  not 
maintained  the  same  and  have  been  guilty  of  unjust  discrimination 
in  granting  “  special  rates,  rebates,  and  drawbacks,  either  given  di¬ 
rectly  or  indirectly,  by  means  of  such  devices  as  underbilling  or 
underweighing  property  transported,”  and  charging  a  large  number 
of  persons  for  transportation  of  flour,  grain,  provisions,  etc.,  between 
Chicago  and  New  ^  ork  City  the  published  rates  “  when  for  domestic 
consumption  or  subsequently  exported,”  while  charging  other  per¬ 
sons  rates  much  lower,  and  even  as  low  as  50  per  cent  thereof,  for 
a  like  and  contemporaneous  service  under  substantially  similar  cir¬ 
cumstances  and  conditions  when  the  property  was  delivered  to  ves¬ 
sels  and  steamship  lines  for  shipment  to  foreign  ports  under  through 
bills  of  lading,  issued  by  such  defendants  under  common  arrangement 
with  such  vessels  and  steamship  lines  for  continuous  carriage  to 
Europe. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


689 


Facts. — Defendants  answered,  in  some  cases  denying  the  alleged 
violations,  in  others  admitting  them,  but  attempting  to  justify  under 
their  interpretation  of  the  statute. 

Tables  put  in  evidence  showed  the  inland  tariff  on  certain  commodi¬ 
ties  from  Chicago  to  Baltimore,  Philadelphia,  and  New  York  from 
November  4,  1887,  to  February  20,  1888,  and  the  proportion  of  the 
through  tariffs  to  Liverpool  to  the  same  cities  for  the  same  time.  For 
example,  on  February  10,  1888,  the  rate  to  New  York  for  consign¬ 
ments  to  the  seaboard  on  flour  was  27.5,  while  the  inland  proportion 
of  the  through  rate  was  14.625. 

Conclusion  of  the  C ommission. — •“  Substantially  the  charge  of  the 
complaint  in  respect  to  discrimination  is  sustained  by  the  evidence, 
and  it  was  not  justified  by  the  circumstances  and  conditions  shown 
to  exist.”  The  discrimination  was  actual,  unjust,  and  therefore 
unlawful. 

“  In  making  and  publishing  export  tariffs  the  rate  to  the  seaboard 
should  be  specified,  and  should  not  discriminate  against  the  inland 
rate  unless  justifiable  conditions  exist  for  a  difference.” 

It  is  not  shown  that  such  conditions  exist  at  New  York,  and  very 
clearly  that  they  do  not  exist. 

Disposition  of  case. — Ordered  that  defendants  cease  from  unjustly 
discriminating  in  their  rates  for  inland  transportation  between 
traffic  consigned  on  through  bills  to  foreign  ports  from  interior 
points  and  like  traffic  consigned  to  the  seaboard.  Order  complied 
with. 

Docket  No.  158. 

Complaint. — The  defendants  violated  the  provisions  of  the  act  to 
regulate  commerce  in  the  following  particulars :  By  granting  of  spe¬ 
cial  rates,  rebates,  and  commissions,  and  other  devices. 

Disposition  of  case. — Complaint  filed.  No  further  proceeding  on 
docket,  but  reference  made  to  docket  No.  165.  This  was  an  investi¬ 
gation  “  in  the  matter  of  the  rate  sheets  of  the  Chicago  and  North¬ 
western  Railway  Company  et  al,”  which  investigation  was  insti¬ 
tuted  for  the  purpose  of  ascertaining  whether  the  rate  sheets  of  the 
railroads  in  question  gave  the  information  called  for  by  law, 
whether  they  were  printed  and  published  in  the  manner  required  by 
law,  etc. 

Docket  No.  342. 

Complaint. — Investigation  on  Commission’s  own  motion,  follow¬ 
ing  informal  complaint  that  the  defendant  carriers  “  resort  to  in¬ 
genious  devices  whereby  rates  less  than  the  established  rates  are 
given  to  favored  shippers.” 

Facts. — The  facts  do  not  appear  in  the  complaint,  and  onty  that 
part  of  the  testimony  which  was  used  to  aid  the  Commission  in  in¬ 
voking  the  assistance  of  the  circuit  court  for  the  northern  district 
of  Illinois  to  compel  certain  witnesses  to  testify  is  included  in  the 
record.  Such  testimony  related  only  to  refusal  of  witnesses  to  tes- 
tify.  From  the  correspondence  preceding  the  hearing,  however,  it 
appears  that  the  alleged  “  ingenious  devices  ”  were,  among  other 
things,  the  practice  of  granting  rebates  and  making  it  difficult  to 
place  the  guilt  by  providing  that  freight  agents,  who  were  required 

S.  Doc.  244,  59-1 - 44 


690 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


to  approve  vouchers  for  payment  of  rebates  should,  instead  of  sign¬ 
ing  their  names  thereto,  use  a  punch  of  a  particular  pattern  which 
was  accepted  in  place  of  signature. 

Disposition  of  case. — Investigation  had,  but  no  order  issued.  Wit¬ 
ness  refused  to  testify  under  advice  of  counsel,  and  a  proceeding  was 
instituted  in  the  circuit  court  of  the  northern  district  of  Illinois  to 
compel  witness  to  testify. 


Docket  No.  347. 

Complaint. — That  defendants  give  rebates  from  established  tariff 
rates  on  cotton. 

Facts  and  disposition  of  case. — Though  the  complaint  involved 
the  question  of  rebates,  the  case  turned  upon  discrimination  in  rates 
appearing  in  the  published  tariffs. 

Docket  No.  436. 

Complaint. — That  defendants,  through  special  rates,  rebates,  or 
drawbacks,  collected  from  certain  parties  less  compensation  for  car¬ 
rying  corn  from  Wichita  and  central  Kansas  to  eastern  and  south¬ 
ern  ports  than  they  charged  other  persons  for  like  service  under  simi¬ 
lar  conditions. 

Disposition  of  case. — No  hearing.  On  September  18,  1896,  counsel 
for  complainant  filed  motion  to  dismiss  case  without  prejudice.  On 
September  25  one  of  defendant  companies  filed  amended  answer.  On 
April  17,  1897,  order  was  issued  dismissing  complaint. 

Docket  No.  492. 

Complaint. — It  appearing  to  the  Commission  that  respondent  has 
violated  the  act  to  regulate  commerce  in  the  transportation  of  grain 
between  points  mentioned  in  case  heading,  which  violations,  if  prac¬ 
ticed,  are  prejudicial  to  shippers,  consignees,  and  the  public  gener¬ 
ally,  respondents  are  ordered  to  file  verified  answers  to  the  questions 
set  forth  in  the  order. 

Disposition  of  case. — On  May  5  this  case  was  indefinitely  post¬ 
poned,  apparently  having  been  merged  in  other  cases  upon  the  same 
general  subject. 

Docket  No.  538. 

Complaint. — That  defendant  companies  have  charged,  since  about 
April  1,  1898,  and  are  now  charging  and  receiving  from  certain 
persons,  firms,  and  corporations,  through  various  devices  or  means, 
a  less  sum  per  100  pounds  and  in  the  aggregate  for  the  transporta¬ 
tion  of  property  shipped  from  Baltimore  and  Philadelphia  to  East 
St.  Louis  and  Chicago  or  through  East  St.  Louis  or  Chicago  to 
points  in  Missouri,  etc.,  than  the  rates  specified  in  the  tariffs  and 
received  from  other  persons;  that  the  rebates,  drawbacks,  and  allow¬ 
ances  amounted  in  the  various  cases  specifically  set  forth  in  the  com¬ 
plaint  as  much  as  20  cents,  23  cents,  and  8  cents  per  100  pounds, 
respectively. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


691 


Disposition  of  case. — Apparently  no  testimony  was  taken  in  this 
case,  none  appearing  in  the  record.  The  last  entries  in  the  record 
are  those  of  November  21,  1898,  continuing  hearing  to  December  12, 
1898,  and  December  1,  an  entry  of  order  served. 

Docket  No.  557. 

C omplaint. — That  defendants,  since  January  1,  1899,  and  at  the 
present  time,  and  at  time  of  complaint  were  transporting  wool,  steel, 
and  other  commodities  at  less  than  the  charges  lawfully  established 
and  in  force  “  by  means  of  rebates,  drawbacks,  commissions,  or  other 
devices.” 

Disposition  of  case. — Hearing  was  had  at  St.  Louis,  Mo.,  on 
August  17,  1899,  when  considerable  testimony  was  taken.  The  case 
was  then  adjourned  with  the  understanding  that  it  would  be  taken 
up  again,  as  all  the  witnesses  desired  had  not  been  summoned,  but 
there  is  no  evidence  that  it  wTas  again  taken  up. 

Docket  No.  595. 

Complaint. — Ordered  that  a  proceeding  of  inquiry  and  investiga¬ 
tion  be  had  with  respect  to  the  transportation  of  flour,  wheat,  and 
other  grain  products  to  and  from  Buffalo  and  adjacent  localities,  and 
that  the  respondent  railroads  be  required  to  file  answers  to  the  charges 
formulated  in  the  order. 

Disposition  of  case. — Answers  were  filed  in  this  proceeding  in 
accordance  with  order  of  Commission,  the  last  answer  having  been 
filed  November  18,  1901,  and  this  being  the  last  proceeding  of  record 
on  the  docket. 


Docket  No.  396. 

Complaint. — That  defendant  gave  rebates  in  the  interests  of  in¬ 
terior  cotton  compresses  and  interior  buyers  along  its  line  to  such  an 
extent  as  to  prohibit  producers  from  shipping  cotton,  forcing  them 
thereby  to  sell  to  local  buyers. 

Facts  and  disposition  of  case. — Although  the  complaint  suggested 
the  question  of  rebate,  the  case  turned  upon  discrimination  within  the 
published  tariffs,  and  therefore  is  not  within  the  scope  of  this  inquiry. 

Docket  No.  781. 

,  %  f 

Complaint. — That  defendant  unjustly  discriminated  against  com¬ 
plainant  in  favor  of  a  number  of  competitors,  and  that  complainant 
was  charged  the  full  schedule  rate  for  transportation  of  coal  from 
mines  at  Glasgow,  Pa.,  to  points  in  New  York  and  elsewhere,  while 
at  the  same  time  his  competitors,  by  means  of  special  rebate  or  draw¬ 
back,  were  charged  a  rate  from  40  to  60  per  cent  lower  than  that 
charged  complainant  and  named  in  the  defendant’s  published  and 
posted  schedules. 

Disposition  of  case. — Case  assigned  for  hearing.  Hearing  post¬ 
poned,  on  the  application  of  defendant,  to  a  date  to  be  fixed. 


692 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  the  subject  of  re¬ 
bates:  “  Seeming  irregularity  in  charges,”  809;  “  concessions,”  1120; 
rebates,  255,  356,  399,  876,  1059,  1101.  1604.  Total,  9. 

Docket  No.  248. 

Complaint. — That  defendants  are  guilty  of  unjust  discriminations 
in  that  they  have  been  and  are  in  the  habit  of  charging  regular  tariff 
rates  upon  property  when  delivered  to  them  at  New  York  and  Phila¬ 
delphia  for  transportation  to  Chicago  and  other  western  points,  while 
charging  other  persons  rates  which  are  lower,  even  to  50  per  cent 
thereof,  for  a  like  and  contemporaneous  service  under  substantially 
similar  circumstances,  when  the  property  was  or  is  delivered  to  them 
at  New  York  or  Philadelphia  by  vessel  and  steamship  lines  under 
through  bills  of  lading  from  foreign  ports  and  foreign  interior 
points,  issued  under  an  arrangement  between  defendants  and  such 
vessels  and  steamship  lines  and  foreign  railroads  for  the  continuous 
carriage  at  joint  rates  from  the  point  or  port  of  shipment  to  Chicago 
and  other  western  points,  the  defendant’s  share  of  such  through  rate 
being  lower  than  their  regular  tariff  rates. 

Conclusion  of  the  Commission. — Merchandise  carried  between  ports 
of  entry  and  places  of  destination  in  the  United  States  is  entitled  to 
no  preference  in  rates  or  facilities  afforded  over  domestic  merchan¬ 
dise  when  there  are  like  kinds  of  traffic  transported  from  such  points 
of  entry  to  such  places  of  destination.  It  must  be  carried  upon  that 
part  of  its  journey  which  begins  with  the  port  of  entry  and  ends  with 
the  point  of  destination  in  the  United  States  under  the  inland  tariffs 
of  the  carriers  established  for  the  transportation  of  domestic  merchan¬ 
dise  or  other  freights,  and  under  the  same  rules  governing  their  car¬ 
riage.  The  publication  of  these  inland  joint  tariffs  for  the  transpor¬ 
tation  of  foreign  merchandise,  and  of  advances  and  reductions,  should 
be  made  at  the  port  of  entry  and  also  at  the  point  of  destination  of 
freight  in  the  United  States. 

Disposition  of  case. — Ordered,  that  the  defendant  railway  compa¬ 
nies  named  desist  from  carrying  any  article  of  imported  traffic 
shipped  from  any  foreign  point  through  any  port  of  entry  of  the 
United  States  or  of  any  foreign  country  adjacent  to  the  United  States 
on  through  bills  of  lading  destined  to  any  place  within  the  United 
States  at  any  other  than  the  inland  tariff  covering  through  freight 
from  such  port  of  entry  to  such  place  of  destination.  Other  defend¬ 
ants  required  to  comply  with  rules  and  practices  stated  in  the  opinion 
herein. 

Docket  No.  486. 

Complaint. — That  defendants  charged  on  three  shipments  of  asbes¬ 
tos  roofing  from  Summerdale,  Ill.,  to  Lima,  Ohio,  rates  which  were  in 
excess  of  the  rates  published  by  the  defendants. 

Facts  and  conclusions  of  the  Commission. — The  question  involved 
in  this  case  is  primarily  one  of  discrimination  within  the  published 
tariffs. 

Disposition  of  case. — Ordered,  November  1,  1899,  that  defendants 
cease  from  charging  for  the  transportation  of  asbestos  articles  in  less 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


693 


than  carload  quantities  to  Lima,  Ohio,  etc.,  any  sum  which  would 
involve  a  violation  of  the  fourth  section.  (Details  stated  in  order.) 
Order  also  provided  for  reparation.  Proceedings  instituted  in  the 
circuit  court  of  the  United  States  for  the  northern  division  of  the 
northern  district  of  Illinois  to  compel  compliance  with  order,  June 
11,  1900. 

Docket  Nos.  446  and  448. 

Complaint. — No.  446.  That  defendant  charged  complainant  on  corn 
shipped  over  its  line  a  greater  rate  than  that  stipulated  in  the  pub¬ 
lished  tariffs. 

No.  448.  Same  as  No.  446,  with  further  stipulations  concerning 
wrongful  decision  with  respect  to  weights  of  cars. 

Complaints  in  both  cases  further  set  forth  in  substance  that  the 
alleged  overcharges  were  made  by  the  defendant  upon  the  authority 
of  circulars  issued  by  the  carrier  providing  maximum  and  minimum 
charges;  that  the  rules  prescribed  in  such  circulars  are  incapable  of 
proper  enforcement,  or,  if  enforced,  they  will  subject  shippers  to  un¬ 
usual  delays  from  the  lack  of  sufficient  equipment  or  other  causes; 
that  the  rules  operate  to  attach  fictitious  weights  to  shipments;  that 
such  circulars  were  issued  separately  from  the  schedules  showing 
transportation  charges ;  that  they  were  not  thereafter  included  in  any 
newly  printed  schedules  of  rates. 

Facts  and  conclusions  of  the  Commission. — The  complaints  present 
two  questions  for  determination:  First.  Were  the  rules  or  regulations 
stated  in  said  circulars,  or  either  of  them,  put  in  force  or  effect  in  the 
manner  prescribed  by  the  statute  ?  Second.  Are  the  rules  and  regula¬ 
tions  set  forth  in  the  circulars  in  question,  or  either  of  them,  in  viola¬ 
tion  of  the  statute? 

With  respect  to  the  first  question,  it  was  “  Held,  that  whether  a 
rule  or  regulation  concerning  transportation  can  lawfully  be  estab¬ 
lished  by  the  issuance  of  a  schedule  or  document  which  neither  pre¬ 
scribed  rates,  fares,  nor  charges,  nor  refers  to  any  rate  or  fare  sched¬ 
ule,  depends  upon  the  rule  or  regulation/'  If  rules  or  regulations  in 
any  way  change,  affect,  or  determine  any  part  of  the  aggregate  of 
such  aforesaid  rates,  fares,  or  charges,  they  must  be  stated  upon  the 
schedules  of  such  rates,  fares,  and  schedules.  According  to  this  opin¬ 
ion,  the  rules  in  the  circulars  involved  in  this  case  should  have  been 
stated  upon  the  schedule  of  the  railway. 

With  regard  to  the  second  question  the  following  determinations 
were  made.  The  defendant  company  had  prescribed  maximum  and 
minimum  carload  rates  for  grain,  depending  upon  the  capacity  of 
the  car  furnished  -by  the  railway  company  to  the  shipper.  The 
rules  so  prescribed  were  not  shown  upon  the  carrier’s  posted  sched¬ 
ules  of  rates  and  charges,  and  application  of  the  rules  to  three  carload 
shipments  of  corn  carried  for  complainant  resulted  in  materially 
increasing  the  charges  above  those  in  force  upon  the  carrier’s  pub¬ 
lished  rate  schedules.  Held,  that  complainant  was  entitled  to  recover; 
that  he  was  obliged  only  to  consult  schedules  showing  defendant’s 
rates  and  charges. 

Carrier  had  not  provided  track  scales  at  stations  prescribed,  and  a 
rule  forbidding  shippers  to  load  grain  in  cars  beyond  a  specified 
weight  above  the  marked  capacity  under  a  so-called  u  penalty  ”  in 
increased  rates  on  the  freight  was  made.  Held,  that  such  rule  or 


694 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


regulation  if  properly  established  is  not  unlawful,  provided  that  it 
is  not  unreasonable. 

It  is  further  held  that  the  minimum  carload  weights  for  corn  or 
other  grain  which  vary  with  the  size  of  cars  furnished  by  the  carriers 
are  unreasonable  and  cause  unjust  discrimination,  and  that  the  car¬ 
rier  should  establish  a  fixed,  reasonable,  and  just  minimum  carload 
weight  for  corn  and  for  each  other  kind  of  grain. 

Disposition  of  case. — Order  entered  directing  defendant,  the  rail¬ 
road  company,  to  desist  from  enforcing  the  minimum  Weights  on 
corn  or  any  other  kind  of  grain  which  vary  with  the  capacity  of  cars 
furnished  to  shippers ;  to  desist  from  omitting  to  establish  a  fixed 
and  just  minimum  carload  weight  for  corn  and  other  kinds  of 
grain;  to  desist  from  enforcing  rules  concerning  minimum  or  maxi¬ 
mum  carload  weights  on  corn  or  other  grain  which  are  not  stated 
upon  its  schedule,  and  to  pay  to  the  complainant  a  certain  sum,  as 
stated  in  the  order. 

Docket  No.  550. 

Complaint. — That  unjust  discrimination  exists  against  shipments 
of  corn  from  points  east  of  the  Mississippi  River  to  New  York  for 
export  as  compared  with  rates  that  prevail  on  such  shipments  from 
points  west  of  the  Mississippi  River,  such  discrimination  being  in 
violation  of  sections  1,  2,  3,  4,  and  6  of  the  act. 

Docket  No.  826. 

Complaint. — Proceeding  on  investigation  ordered  by  Commission 
covering  rates  and  practices  of  carriers  engaged  in  the  transportation 
of  cast-iron  pipes  and  other  articles  from  Atlantic  seaboard  points 
to  western  destinations,  particularly  to  determine  whether  tariff  rates 
for  transportation  aforesaid  have  been  and  are  being  observed. 

Disposition  of  case. — Hearing  at  Washington  July  31,  1905. 

*  INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  the  subject  of  failure 
to  observe  the  tariff:  569,  1147. 

Docket  No.  218. 

Complaint. — That  defendants  give  unreasonable  preference  in  rates 
on  petroleum  and  its  products  to  important  points  on  their  lines  where 
the  Standard  Oil  trust  or  affiliated  companies  have  large  receiving 
and  shipping  tank  stations,  so  that  the  said  trust  or  companies  can 
receive  and  reship  at  such  stations  over  defendant’s  line  to  interme¬ 
diate  and  final  points  of  delivery  at  much  less  rates  for  the  entire 
service  than  are  charged  petitioner  for  the  carriage  of  similar  prod¬ 
ucts  from  the  points  of  origin  to  the  same  points  of  final  delivery 
without  reshipping  the  same  at  any  point. 

Facts  and  conclusions  of  the  Co?nmission. — Among  other  things, 
it  appeared  that  the  Southern  Pacific  Company  and  the  Atchison, 
Topeka  and  Santa  Fe  Railroad  Company  each  had  several  stations 
on  its  lines  at  which  no  publication  is  made  of  the  rates  at  such 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


695 


stations.  This  was  admitted,  but  the  Commission  found  that  such 
conduct  on  their  part  was  due  to  misrepresentation  and  misconstruc¬ 
tion  of  the  law. 

Disposition  of  case. — The  above  railway  companies  were  ordered 
to  make  publication  of  the  rates  at  stations  where  publication  had  not 
been  made.  In  other  respects,  as  to  these  defendants  and  the  Union 
Pacific  Railway  Company,  petition  was  dismissed.  As  to  the  other 
rail  carrier  defendants,  case  was  retained  for  further  hearing  and 
investigation. 

Docket  No.  150. 

Complaint. — The  defendant’s  charges  on  anthracite  coal  to  com¬ 
plainants  are  greater  than  those  to  others  on  bituminous  coal  shipped 
contemporaneously  and  under  similar  circumstances;  that  defendant 
charges  complainant  more  on  anthracite  coal  than  it  charges  the 
Lehigh  Valley  Coal  Company  under  similar  circumstances  and  con¬ 
ditions.  i 

Facts  and  conclusions. — The  question  involved  in  this  case  was 
primarily  one  of  discrimination  within  the  published  tariffs.  It  was 
held,  inter  alia,  that  when  the  classification  is  used  as  a  device  to 
effect  unjust  discrimination  or  as  a  means  of  violating  other  pro¬ 
visions  in  the  statute  the  act  requires  the  Commission  so  to  revise 
and  correct  such  classification  and  arrangement  as  to  overcome  the 
abuse. 

Disposition  of  case. — Ordered  that  defendant  desist  from  charging 
more  on  anthracite  coal  between  points  stated  than  sum  stipulated 
in  order  of  Commission.  On  April  30,  1901,  petition  to  enforce  order 
was  filed.  On  May  11  failure  to  comply  with  the  order  was  reported 
to  the  United  States  district  attorney,  and  on  May  14  copy  of  peti¬ 
tion  and  order  sent  to  Attorney-General. 


Docket  No.  282. 

Complaint. — That  the  defendants’  rates  on  oranges  and  lemons 
from  various  points  stated  in  Florida  to  Baltimore,  Philadephia,  New 
York,  and  other  eastern  cities  are  unjust  and  are  not  established  as 
required  by  law,  ten  days’  notice  of  advance  not  having  been  given. 

Facts  and  conclusions  of  the  Commission. — The  question  involved 
was  in  substance  one  of  discrimination  within  the  published  tariffs. 
Facts  as  to  failure  of  railroad  to  notify  or  give  due  notice  of  an 
advance  in  rates  were  submitted  in  evidence,  but  it  was  held  that 
there  was  no  evidence  that  defendant  willfully  omitted  or  failed  to 
notify  Commission  or  the  public  of  the  advance  in  rates  complained 
of,  or  that  any  one  sustained  damage  or  injury  by  reason  of  such 
failure,  and  therefore  no  case  was  made  out  for  an  application  by 
the  Commission  to  the  district  attorney  of  the  United  States  for  the 
institution  of  a  prosecution,  and  no  ground  for  a  recommendation  of 
reparation  of  such  injury. 

Disposition  of  case. — After  intermediate  orders,  issued  on  October 
29,  1891,  and  December  22,  1891,  order  was  made  on  February  9, 
1892,  for  a  rehearing,  the  last  record  according  to  docket  being  that 
of  service  of  order  on  February  20,  1892. 


696 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Docket  No.  252. 

Complaint . — Complaint  alleges,  among  other  things,  that  defend¬ 
ants  discriminated  against  complainant  by  charging  him  a  higher 
rate  of  freight  than  they  did  other  shippers  or  the  same  weights  per 
carload  over  their  lines  of  railroad ;  that  the  defendants  “  in  deter¬ 
mining  the  weight  of  such  carloads  have  rendered  untrue  and  false 
weights;  ”  that  defendants  in  a  number  of  instances  charged  a 
higher  rate  per  100  pounds  than  they  agreed  to  charge  and  changed 
their  rates  on  freight  without  giving  the  notice  by  law. 

Facts  'and  conclusions  of  the  C ommission. — Case  was  considered 
depending  in  the  main  upon  reasonableness  of  the  rates  charged. 
And  to  the  complainant’s  testimony  that  he  was  charged  for  carloads 
of  lighter  weight  the  same  or  greater  amount  of  freight  than  others 
were  charged  for  carloads  of  greater  weight,  there  is  no  satisfactory 
proof.  The  evidence  also  fails  to  sustain  the  charge  that  defendants 
willfully  rendered  untrue  and  false  weights.  As  to  overcharges,  it 
appears  that  some  of  small  amounts  were  made  by  the  road,  but  no 
complaint  was  ever  made  of  them  by  the  complainant.  It  was  also 
shown  that  in  some  instances  the  complainant  was  charged  for  less 
than  the  actual  weight  of  his  carloads. 

Disposition  of  case . — Complaint  dismissed. 

Docket  No.  311. 

Complaint. — Complaint  alleges  unreasonable  rate  on  beer  in  car¬ 
loads  from  Cincinnati,  Ohio,  to  Middleboro,  Ivy.,  and  that  such  rate 
is  also  higher  than  defendants  charged  to  other  shippers  for  the  same 
service. 

Facts  and  conclusions  of  the  C ommission. — The  question  involved 
in  this  was  primarily  one  of  discrimination  within  the  published 
tariff. 

Disposition  of  case. — Ordered  that  defendants  cease  from  charging 
or  receiving  for  transportation  of  beer  in  carloads  from  Cincinnati, 
etc.,  any  greater  aggregate  compensation  for  transporting  carload 
shipments  of  like  kind  of  property  for  the  shorter  distance  from 
Cincinnati,  etc.  On  July  8, 1893,  failure  to  comply  with  the  order  was 
reported  to  the  United  States  district  attorney,  copy  of  the  petition 
and  the  letter  to  the  district  attorney  being  sent  to  the  Attorney- 
General. 

Docket  No.  270 — Docket  No.  271. 

No.  270.  Complaint. — That  defendants  charged  complainant  on  a 
carload  of  household  goods  from  Louisville  to  Los  Angeles,  Cal.,  $263, 
and  for  the  return  of  similar  goods  of  less  weight  $350;  that  the 
charge  for  a  carload  quantity  was  made  on  both  shipments,  when  only 
1,300  pounds  were  delivered  for  transportation  to  Los  Angeles.  That 
on  the  east-bound  shipment  the  goods  were  in  transit  six  or  eight  days 
longer  than  is  usual  for  the  passage  of  cars  over  that  route  and  about 
eight  days  longer  than  the  transit  of  the  west-bound  carload  and 
were  received  by  complainant  at  Louisville  in  a  badly  damaged  con¬ 
dition. 

No.  271.  Complaint. — That  defendant  received  and  shipped  to 
complainant  a  carload  of  household  goods  and  provisions  from  Louis- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


697 


ville  to  Los  Angeles,  Cal.,  at  a  contract  price  of  $263;  that  part 
thereof,  to  wit,  the  household  goods,  were  delivered,  but  provisions 
were  retained  and  held  for  additional  freight  charges,  on  the  ground 
that  the  carload  was  a  mixed  carload;  that  charges  were  imposed 
upon  20,000  pounds,  when  the  actual  weight  was  about  12,000  pounds ; 
that  afterwards  these  goods  were  delivered  in  damaged  condition  and 
said  demand  for  extra  freight  was  withdrawn ;  that  sale  of  the  provi¬ 
sions  resulted  in  considerable  damage,  which  defendant  railway  com¬ 
pany  refused  to  pay. 

Conclusion  of  the  Commission. — The  remedy  of  a  party  for  injury 
to  goods  shipped  resulting  from  delay,  detention,  loss,  breakage,  or 
other  deterioration  or  damage,  not  attributable  to  a  violation  of  the 
act  to  regulate  commerce,  is  by  appropriate  action  in  the  courts. 
Where  a  contract  is  made  with  shippers  by  the  carrier,  member  of  a 
through  line,  at  less  than  the  published  lawful  rate  charged  shippers 
in  general,  it  is  not  a  violation  of  the  act  to  regulate  commerce  for 
the  delivering  carrier  to  exact  payment  of  the  full  lawful  rate  before 
delivery.  Where,  however,  the  shipper  did  not  enter  into  a  contract 
willfully  for  the  purpose  of  securing  a  rate  which  he  knew,  or  by  the 
exercise  of  reasonable  diligence,  might  have  known,  to  be  illegal,  but 
was  an  innocent  part}^  to  it,  and  made  the  shipments  on  the  faith  of 
the  rate  named,  the  courts  seem  inclined  to  hold  (and  it  is  a  matter 
for  their  determination)  that  justice  to  the  shipper  requires  that  the 
goods  be  delivered  on  payment  by  him  of  the  amount  specified  in  the 
contract. 

The  balance  of  the  conclusions  involved  questions  of  discrimination 
within  the  published  tariffs,  and  reasonable  rates,  and  need  not  be 
included  here,  further  than  to  note  that  it  was  held  that  there  was  no 
necessary  connection  or  relation  between  the  rates  on  tariffs  of  the 
same  kinds  or  class  transported  between  the  same  points  in  opposite 
directions  over  the  same  lines  or  roads,  especially  where  the  hauls 
are  of  great  length. 

Disposition  of  case. — Orders  were  issued  November  3,  1893,  requir¬ 
ing  amendment  of  defendant’s  tariffs. 

Docket  No.  780. 

Complaint. — That  defendant  has  in  effect  a  rate  of  12J  cents  per 
100  pounds  on  cotton  seed  from  Shreveport  and  points  north  thereof 
in  Louisiana  to  Texarkana,  Ark. ;  that,  relying  on  this  rate,  com¬ 
plainants  bought  50  carloads  of  cotton  seed  to  be  shipped  from  said 
Louisiana  points  to  Texarkana,  but  in  December,  after  transporting 
15  carloads,  defendant  refused  to  accept  one  carload  at  the  rate  pub¬ 
lished,  demanding  a  rate  of  22  cents  per  100  pounds;  that  this  same 
car,  when  billed  to  a  competitor,  was  carried  at  the  12J-cent  rate. 

Disposition  of  case. — It  was  ordered  in  this  case  that  defendant  pay 
complainant  the  sum  of  $2,240,  with  interest  from  January  1,  1904, 
as  reparation  for  damages  for  refusal  to  transport  at  its  established 
rate  of  124  cents  per  100  pounds  carloads  of  cotton  seed  consigned  to 
complainant  at  Texarkana,  Ark.,  and  points  in  Louisiana. 

Docket  No.  335. 

Complaint. — That  defendant  charged  an  unreasonable  rate  on  six 
carloads  of  peaches  from  Lebanon,  N.  J.,  to  Buffalo,  N.  Y.,  which  was 
higher  than  their  published  rates  for  less  than  carload  lots. 


698 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Disposition  of  case . — On  March  24,  1893,  owing  to  apparent  ina¬ 
bility  to  serve  complainant  with  notice  of  hearing,  the  hearing  was 
indefinitely  postponed. 

Docket  No.  452. 

Complaint. — That  defendants  discriminated  against  complainant 
in  charging  a  higher  rate  for  substantially  the  same  service  than  they 
charged  complainant’s  competitors. 

Disposition  of  case. — On  March  15  case  was  called,  but  no  testimony 
was  taken,  and  the  hearing  was  indefinitely  postponed. 

Docket  No.  543. 

Complaint. — That  defendant  has  been  for  a  year  past  and  is  now 
charging  a  less  sum  per  ton  in  the  aggregate  for  the  transportation  of 
coal  in  carloads  from  mines  in  New  River  and  Kanawha  districts  in 
West  Virginia  to  Cincinnati  than  the  rates  named  in  said  schedules 
when  shipped  by  or  on  account  of  the  Chesapeake  and  Ohio  Fuel 
Company,  while  complainant  and  other  dealers  at  Cincinnati  are 
charged  full  rates. 

Disposition  of  case. — Hearing  had  at  Washington,  November  28-30, 

1898.  No  further  entry  in  docket. 

Docket  No.  546. 

Complaint. — That  defendant  carriers  since  January  1,  1898,  have 
•charged,  through  various  devices,  a  less  sum  per  ton  on  bituminous 
coal  from  Pennsylvania  to  Buffalo  and  Rochester,  N.  Y.,  than  the 
rates  specified  and  authorized  by  the  tariff ;  that  such  lower  rates  are 
allowed  to  some  persons,  firms,  and  corporations,  while  higher  rates 
are  charged  and  collected  from  other  persons. 

Disposition  of  case. — Hearing  had  at  Buffalo,  N.  Y.,  January  24, 

1899.  On  February  4,  1899,  the  hearing  was  continued  to  a  date  “  to 
be  hereafter  named.”  No  further  entry  in  docket. 

Docket  No.  614. 

Complaint. — Among  other  things,  that  by  verbal  and  secret  ar¬ 
rangements  certain  favored  firms  in  Kansas  City  and  other  points  on 
defendant’s  lines  are  given  a  rate  so  much  lower  than  other  shippers, 
including  members  of  complainant,  can  obtain  that  they  can  buy  the 
grain  and  pay  a  higher  price  than  any  other  merchant,  miller,  or 
dealer  at  Kansas  City,  thereby  preventing  the  smaller  shipper  and 
buyer  from  competing. 

Disposition  of  case. — On  March  17,  1903,  an  order  was  made  dis¬ 
missing  the  complaint  without  prejudice;  the  order,  as  it  appears  in 
the  record,  showing  that  the  reason  for  dismissal  was  that  “  the  rates 
involved  herein  have  been  readjusted  by  defendants  to  the  satisfac¬ 
tion  of  complainants.” 

Docket  No.  738. 

Complaint. — That  defendants,  without  giving  ten  days’  notice 
required  by  law,  did  on  January  6,  1904,  advance  the  rate  for  the 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


699 


transportation  of  coal  from  San  Antonio,  N.  Mex.,  to  El  Paso,  Tex., 
subjecting  complainants,  their  traffic,  and  the  town  of  San  Antonio 
to  undue  discrimination  and  giving  preference  to  shippers  at  mines 
north  of  San  Antonio  in  violation  of  sections  1,  2,  3,  and  6  of  the  act. 

Disposition  of  case. — Hearing  had  at  El  Paso,  Tex.,  December 
15,  1904.  Brief  for  defendant  filed  April  17,  1905,  this  being  the 
last  docket  entry. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  the  subject  of  dis¬ 
crimination  between  shippers  in  rates:  12,  514,  553,  641,  719,  842, 
1073,  1632,  2105. 

Docket  No.  454. 

Complaint. — General  investigation  at  the  primary  instance  of  the 
Commission  concerning  the  legality  of  the  practices  attendant  upon 
rebilling  at  the  balance  of  the  through  rate. 

Facts. — The  practice  investigated  is  illustrated  by  actual  example, 
as  follows:  During  the  period  covered  by  this  investigation,  which 
was  from  April  1  to  July  7,  1896,  and  for  a  considerable  period  prior 
thereto,  the  rate  on  grain  from  Kansas  City  to  Chicago  was  20  cents 
per  100  pounds.  Hutchinson,  Kans.,  is  a  station  upon  the  Santa  Fe 
Railway,  which  runs  from  there  through  Kansas  City  to  Chicago,  Ill. 
The  through  rate  from  Hutchinson  to  Chicago  was  25  cents  and  the 
local  rate  from  Plutchinson  to  Kansas  City  134  cents.  The  shipper 
from  Hutchinson  would  forward  a  carload  of  corn  to  Kansas  City 
and  pay  the  local  rate  of  13J  cents.  If  afterwards  he  concluded  to 
send  this  carload  on  to  Chicago  he  might  ship  it  by  the  Santa  Fe  road, 
or  by  any  other  road  between  the  two  points,  at  the  balance  of  the 
through  rate  from  Hutchinson.  The  Chicago  and  Alton  Railroad, 
for  instance,  would  transport  this  carload  of  corn  from  Kansas  City 
to  Chicago,  not  for  20  cents  per  100  pounds,  but  for  lb|  cents.  If  the 
grain  were  sold  at  Kansas  City  the  purchaser  succeeded  to  the  right  of 
sending  it  forward  at  the  reduced  rate. 

When  the  shipper  forwarded  his  corn  to  Kansas  City  he  ordinarily 
had  no  idea  or  purpose  as  to  its  ultimate  destination.  Nothing  on 
any  papers  connected  with  its  transportation  indicated  what  its  des¬ 
tination  beyond  Kansas  City  was,  or  that  it  was  destined  to  any  point 
beyond.  As  a  result,  nearly  all  grain  was  shipped  into  Kansas  City 
upon  a  local  bill  of  lading  in  the  first  instance;  and  was  afterwards 
sent  forward,  if  it  finally  went  forward,  upon  a  new  bill  of  lading, 
at  the  balance  of  the  through  rate.  The  difference  betiveen  the 
through  rate  from  the  point  of  origin  to  the  point  of  destination  and 
the  local  rate  from  the  point  of  origin  to  Kansas  City  was  not  the 
same  in  all  cases,  or  in  most  cases,  and  consequently  the  balance  of  the 
through  rate  continually  varied.  For  example,  the  balance  of  the 
through  rate  from  Hutchinson  to  Chicago  was  114  cents  from  Salina, 
Ivans.;  from  Coronado,  Ivans.,  8  cents;  while  from  a  point  within  a 
few  miles  of  Kansas  City  it  might  be  15  cents.  That  is,  different 
carloads  of  corn  might  be  transported  from  Kansas  City  to  Chicago 
by  the  same  train  at  rates  varying  from  8  to  15  cents,  while  the  rate 
at  which  the  original  car  of  corn,  originating  at  Kansas  City,  would 
be  transported  was  20  cents. 


700 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  testimony  was  that  the  practice  of  rebilling  at  the  balance  of 
the  through  rate  sprang  up  as  a  means  of  preserving  the  elevator 
interests  at  Kansas  City,  “  but  it  is  evident  that  it  must  also  have  been 
for  the  purpose  of  enabling  eastern  roads  without  western  connec¬ 
tions  to  secure  a  portion  of  the  business  from  the  West.” 

The  machinery  by  which  the  rebilling  was  effected  at  Kansas  City 
was  adjusted  with  the  hope  of  making  certain  that  the  shipper  who 
demanded  a  reduced  rate  had  paid  his  corresponding  local  rate  into 
Kansas  City.  To  this  end  the  roads  centering  there  employed  a 
joint  agent,  who  maintained  an  office  with  from  10  to  15  clerks. 
The  local  shipper,  upon  the  arrival  of  his  grain  in  Kansas  City,  paid 
the  local  rate  and  received  from  the  railroad  company  transporting 
the  grain  what  was  known  as  an  u  expense  bill.'1  This  expense  bill 
gave  the  amount  paid,  the  nature  of  the  freight,  point  of  origin,  the 
road  over  which  it  had  come  to  Kansas  City,  the  number  of  the  car 
in  which  it  came,  and,  if  unloaded  into  an  elevator,  the  name  of  the 
elevator  in  which  it  was  stored.  If  the  shipper  afterwards  desired 
to  forward  the  grain,  he  would  cause  it  to  be  loaded  and  would  then 
take  his  expense  bill,  with  a  bill  of  lading  partly  filled  out,  to  the 
office  of  this  joint  agent.  The  joint  agent  would  transfer  from  the 
expense  bill  to  the  bill  of  lading  the  facts  contained  on  the  expense 
bill  and  would  certify  the  rate  at  which  the  grain  was  entitled  to  go 
from  Kansas  City  to  its  destination.  The  expense  bills  were  retained 
by  the  joint  agent. 

This  system  afforded  opportunity  for  many  abuses.  For  example, 
if  a  corn  grower  who  had  hauled  by  wagon  and  stored  in  some  ele¬ 
vator  a  carload  of  corn  from  the  vicinity  of  Kansas.  City,  could  ob¬ 
tain  possession  of  an  Ada  expense  bill  (the  balance  of  the  through 
rate  from  Ada,  Ivans.,  being  9  cents),  he  thereby  saved  11  cents  per 
100  pounds  upon  the  price  of  that  corn  in  the  Chicago  market.  It 
was  suggested  that  inasmuch  as  these  expense  bills  must  have  had  an 
actual  market  value,  they  would  probably  be  bought  and  sold,  and  the 
testimony  shows  that  this  was  done. 

The. practice  of  shipping  at  the  balance  of  the  through  rate  was 
known  as  “  protecting  the  through  rate.”  This  practice  also  pre¬ 
vailed  at  other  Missouri  River  points,  as  Leavenworth,  Atchison,  St. 
Joseph,  Omaha,  etc.,  and  the  authority  of  the  joint  agent  extended 
to  all  these  points. 

C onchision  of  the  Commission. — The  first  question  arising  from 
these  facts  is:  Were  the  shipments  under  this  practice  through  ship¬ 
ments,  and  for  that  reason  entitled  to  the  benefit  of  the  through  rate 
which  they  received?  The  mere  fact  that  the  grain  was  elevated  at 
Kansas  City  would  not  necessarily  deprive  the  shipment  of  the 
quality  of  a  through  shipment;  it  might  be  necessary  for  the  process 
of  transferring  the  grain  from  car  to  car,  or  for  the  preservation  of 
grain  itself.  The  exact  question  involved  has  been  ruled  upon  bv  the 
Commission  in  the  Chicago,  Rock  Island  and  Pacific  Railway  Com¬ 
pany  v.  The  Chicago  and  Alton  Railroad  Company  (3  I.  C.  C.,  450), 
and  adopting  the  language  in  this  case,  the  Commission  holds  that  the 
shipments  as  shown  by  the  facts  in  this  case  are  not  through  ship¬ 
ments.  It  did  not  decide,  in  the  case  relied  upon,  whether  the  practice 
of  protecting  the  through  rate  was  legal  or  illegal ;  it  did  not  decide 
whether  there  might  be  in  the  case  of  freight  something  akin  to  a 
through  rate  with  stop-over  privileges,  and  these  points  not  having 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


701 


been  decided  in  the  precedent  are  expressly  excluded  in  the  present 
opinion.  “Assuming  the  principle  to  be  justifiable,  the  methods  dis¬ 
closed  are  indefensible.  The  time  allowed  between  the  shipping  in 
and  shipping  out  was  ridiculously  long.  The  whole  system  as  con¬ 
ducted  was  altogether  too  loose.  It  lent  itself  to  the  manipulation 
of  rates  and  prices.  Instead  of  securing  the  producer  and  con¬ 
sumer  a  better  market  and  a  cheaper  freight  rate,  it  offered  a  fertile 
field  for  the  speculator  and  jobber. 

“  We  do  not  desire  to  be  understood  as  expressing  any  opinion  upon 
the  practices  of  milling  or  reconsigning  or  holding  in  transit  if  the 
shipment  is  a  through  shipment  upon  a  through  rate.  What  Ave  de¬ 
cided  is  that,  upon  the  facts  found,  the  shipment  from  the  point  of 
origin  to  Kansas  City  was  local  and,  that  being  so,  when  the  grain 
went  forward  it  should  have  been  carried  upon  the  same  terms  and 
conditions  with  grain  which  originated  at  Kansas  City.” 

Disposition  of  case. — No  order. 

Docket  No.  782. 


Complaint. — That  defendants,  since  January  1,  1903,  have  col¬ 
lected  a  reconsignment  charge  of  $2  for  each  car  of  hay  received  by 
complainants  and  reconsigned  within  forty-eight  hours  to  the  Union 
and  National  warehouses  in  East  St.  Louis,  and  a  car  service  charge 
of  $1  per  day  for  each  day  over  the  two  days  allowed  for  unload¬ 
ing;  that  these  charges  do  not  apply  to  shipments  of  oats,  wheat, 
r}^e,  or  corn;  that  under  the  schedules  published  and  posted  by 
defendants  five  days  should  be  allowed  for  unloading,  and  that 
complainants  are  subjected  to  the  payment  of  unjust  charges. 

Facts. — The  complainant  is  a  corporation  engaged  in  the  purchase 
and  sale  of  hay,  with  its  principal  office  in  East  St.  Louis.  It  owns 
and  operates  two  warehouses  in  East  St.  Louis,  situated  upon  the 
tracks  of  the  Wiggins  Ferry  Company  and  the  Southern  Kailway. 
It  purchases  hay  in  the  yard  at  East  St.  Louis,  which  it  takes  to  these 
warehouses  for  the  purpose  of  unloading,  storing,  and .  reloading  to 
various  points  outside  the  State  of  Illinois,  practically  all  hay  handled 
by  it  through  these  warehouses  finally  becoming  the  subject  of  inter¬ 
state  transportation  by  rail. 

The  Wiggins  Ferry  Company  and  the  Southern  Railway  Company 
each  charge  complainant  $2  for  switching  a  carload  of  hay  to  its 
warehouses.  In  addition,  defendant  carriers,  which  bring  hay  from 
the  country,  make  a  “  reconsignment  charge  ”  of  $2  per  car  for  deliv¬ 
ering  hay  to  the  Wiggins  Ferry  Company  or  the  Southern  Railway. 
It  is  the  imposition  of  this  charge  which  the  complainant  attacks. 

Certain  of  the  steps  in  the  handling  of  hay  at  East  St.  Louis  are  as 
follows :  Defendant  railroads  have,  without  exception,  what  are  known 
as  “  team  tracks,”  where  cars  are  placed  for  unloading  by  team,  all 
hay  for  consumption  in  East  St.  Louis  being  received  upon  these 
tracks.  Defendants  also  have  “  hold  ”  tracks,  upon  which  incoming 
carloads  of  freight  are  placed  in  the  first  instance.  If  no  special 
delivery  has  been  designated  previous  to  the  arrival  of  the  car,  it  is 
placed  upon  the  team  tracks  as  soon  as  may  be;  if  special  delivery  has 
been  designated,  it  is  delivered  at  consignee’s  warehouse  or  track  or 
otherwise,  as  the  case  may  be.  Almost  invariably,  in  case  of  most  of 


702 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


the  defendants,  the  car  was  put  on  the  team  tracks  before  notice  of 
its  arrival  was  given,  so  that  the  commission  merchant,  when  he  took 
his  prospective  customers  to  inspect  the  hay,  generally  found  it  upon 
those  tracks. 

If  the  hay  is  purchased  for  sale  outside  East  St.  Louis,  it  must 
usually  be  taken  to  some  warehouse,  and,  in  that  event,  the  commission 
man  makes  reconsignment  of  the  carload  and  directs  the  railway  com¬ 
pany  to  deliver  it  at  the  desired  warehouse,  or,  possibly,  to  some  con¬ 
necting  carrier  for  shipment  in  present  condition.  This  involves  a 
new  and  distinct  service  if  the  car  has  been  already  placed  upon  the 
team  track.  If,  however,  the  car  is  still  upon  the  hold  tracks  of  the 
railway,  it  can  usually  be  sent  to  the  point  designated  by  the  recon¬ 
signor  at  substantially  the  same  cost  as  it  could  be  placed  upon  the 
team  tracks.  Complainant  conceded  that  $2  was  a  reasonable  sum 
for  the  service  rendered,  provided  any  charge  was  lawful.  No  similar 
charge  for  reconsignment  of  grain  was  made,  and  it  was  alleged  that 
this  amounted  to  discrimination  against  hay  and  other  commodities. 

The  new  and  independent  service  or  reconsignment  above  mentioned 
was  performed  entirely  within  the  State  of  Illinois. 

Conclusion  of  the  Commission. — The  service  in  question  being  en¬ 
tirely  within  the  State  of  Illinois,  the  Commission  has  no  jurisdiction, 
but  it  is  considered  that  Congress  might,  directly  or  through  the  Com¬ 
mission,  require  that  shippers  shall  be  allowed  a  certain  time  after 
arrival  in  East  St.  Louis  to  designate  the  point  of  delivery  for  inter¬ 
state  shipments,  and  that  such  shipments  may  be  made  accordingly. 

‘Disposition  of  case. — Complaint  dismissed. 

Docket  No.  757. 

Complaint. — That  defendant’s  charge  for  transporting  hay  in  car¬ 
loads  from  East  St.  Louis,  Ill.,  to  points  in  States  south  of  Kentucky 
and  Virginia  and  east  of  the  Mississippi  River,  2  cents  per  100  pounds 
in  addition  to  the  regular  rate  from  Cairo,  Ill.,  to  said  southeastern 
points,  when  shipments  originate  on  other  railroads  and  are  not 
reconsigned  at  St.  Louis,  and  4  cents  per  100  pounds  in  addition  to 
the  regular  rate  if  reconsigned  at  East  St.  Louis,  and  that  this  recon¬ 
signment  charge  is  in  violation  of  sections  1,  2,  and  3  of  the  act. 

Facts. — The  complainant  is  a  corporation  under  the  laws  of  the 
State  of  Illinois,  with  its  principal  office  at  St.  Louis,  Mo.,  engaged 
in  the  business  of  handling  hay,  in  the  course  of  which  it  operates 
two  warehouses  at  East  St.  Louis.  Defendant  railroad  companies 
have  in  effect  what  they  term  proportional  rates  on  hay  which  is 
received  at  East  St.  Louis  from  connections.  These  proportional 
rates  to  southeastern  points  apply  when  the  shipment  is  made  directly 
through  East  St.  Louis,  but  if  the  hay  is  “  reconsigned  ”  at  East  St. 
Louis  the  charges  are  4  cents  above  the  Ohio  River  rate.  The  tarifFs 
of  some,  if  not  all,  of  defendants  contemplate  application  of  this 
proportion  only  to  shipments  which  are  in  fact  through  billed  from 
point  of  origin  to  destination.  If  this  rule  were  strictly  applied,  hay 
shipped  locally  to  East  St.  Louis  and  afterwards  sent  on,  even  though 
not  unloaded,  should  pay  a  rate  of  4  cents  above  the  Ohio  River  rate; 
but,  in  point  of  fact,  if  a  carload  of  hay  is  consigned  to  East  St. 
Louis  locally  upon  a  local  rate  and  consignee  thereof  determines  upon 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


703: 


its  arrival  at  East  St.  Louis  to  send  it  directly  forward  he  may 
do  so  by  paying  the  line  which  brings  it  into  St.  Louis  what  is  called 
a  reconsigning  charge  of  $2  per  car.  This  line  upon  receiving  direc¬ 
tions  from  consignee  delivers  car  to  the  proper  southern  line,  which 
carries  it  on  as  a  through  shipment,  though  such  southern  line  is 
aware  that  the  car  was  shipped  into  St.  Louis  upon  the  local  rate.  If, 
however,  the  hay  is  unloaded  by  the  owner  at  St.  Louis,  a  rate  of  4 
cents  above  the  Ohio  River  rate  is  always  imposed. 

Complainant  puts  his  hay  into  warehouses  at  East  St.  Louis.  The 
practical  effect  of  the  reconsigning  rule  is  to  permit  the  track  buyer 
at  East  St.  Louis,  who  sends  the  carload  he  purchases  directly 
through  without  unloading,  to  do  so  at  a  rate  of  2  cents  better  than 
that  paid  by  complainant,  who,  as  stated,  puts  his  hay  into  ware¬ 
houses.  The  evidence  shows  that  the  privilege  of  unloading  is  val¬ 
uable  to  the  complainant,  but  does  not  show  how  valuable. 

Defendants  justify  this  higher  charge  where  hay  is  taken  to  a  ware¬ 
house  and  unloaded,  as  in  the  case  of  complainant,  by  the  additional 
cost  which  loading  and  unloading  entails. 

No  reconsignment  charge  is  made  at  East  St.  Louis  in  case  of  grain, 
and  the  complainant  insists  that  this  worked  an  undue  discrimination 
against  hay. 

Conclusion  of  the  C ommission. — u  Stopping  of  a  commodity  in 
transit  for  the  purpose  of  treatment  or  reconsignment  is  in  the  nature 
of  special  privilege,  which  the  carrier  may  concede,  but  which  the 
shipper  can  not,  in  the  present  state  of  the  law,  demand  as  a  lawful 
right.  *  *  *  Carrier  can  not,  however,  discriminate  between 

markets  or  between  individuals  in  the  granting  of  such  privileges.” 
The  case  shows,  though  not  very  clearly,  that  defendants  concede  this 
privilege  at  other  markets,  and  that  a  track  buyer’  in  East  St.  Louis 
itself  can  send  along  a  carload  which  he  purchases,  but  does  not  un¬ 
load,  without  payment  of  this  charge.  It  further  shows  that  the 
right  to  unload  this  hay  and  handle  it  at  its  warehouse  is  of  value 
to  the  complainant  and  that  it  costs  defendant  something.  “  Under 
these  circumstances,  we  think  it  not  an  undue  preference  against  this 
complainant  if  the  railroads  charge  for  the  privilege  what  it  actually 
costs  them,  but  we  do  not  think  they  should  charge  more  than  the 
actual  cost.  The  case  shows  that  the  fair  average  cost  when  the 
complainant  handles  its  hay  through  its  warehouse,  over  and  above 
the  cost  of  the  through  shipment,  is  from  $2  to  $2.50  per  car,  or  ap¬ 
proximately  1  cent  per  100  pounds.”  Therefore  the  reconsignment 
charge  ought  not  to  exceed  the  proportional  rate  by  more  than  1 
cent,  and  complainant  is  entitled  to  recover  whatever  it  has  paid  in 
addition  to  that  sum. 

In  deciding  the  case,  the  Commission  has  given  to  these  schedules 
the  practical  interpretation  which  the  defendants  themselves  have 
put  upon  them,  and  it  is  “  very  doubtful  whether  a  strict  construction 
of  these  various  tariffs  would  permit  the  southern  lines  to  receive 
hay  at  the  2-cent  rate,  where  it  was  not  billed  through  to  final  desti¬ 
nation  from  the  point  of  origin.” 

Disposition  of  case. — Defendants  ordered  to  desist  from  imposting 
a  reconsignment  charge  of  4  cents  per  100  pounds,  and  directed  to  pay 
to  complainant  one-half  of  the  sum  stated  in  the  findings  of  fact  to 
have  been  paid  by  complainant  to  the  various  defendants. 


704 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Docket  No.  343. 

Complaint. — Investigation  by  Commission  on  informal  complaint 
that  respondent  “  through  the  device  of  fictitious  expense  bills,” 
unjustly  discriminates  in  rates  for  the  transportation  of  property 
from  various  places  in  Nebraska  via  Chapin,  Ill.,  to  Toledo,  Ohio. 

Facts. — Hearing  was  commenced  at  Chicago  July  14,  1892.  It  was 
testified  that  there  had  been  no  violation  of  the  law.  Question  of 
discrimination  through  manipulation  of  expense  bills  was  not  brought 
out  in  the  testimony,  as  it  appears  in  the  record. 

Disposition  of  case. — No  further  proceeding  beyond  hearing  at 
Chicago  on  July  14,  1892. 

Docket  No.  522. 

Complaint. — That  defendants,  members  of  the  Cleveland  Car  Serv¬ 
ice  Association,  have  adopted  certain  car  service  or  demurrage  charges 
in  carloads  placed  on  the  public  team  tracks  or  private  siding  of  ship¬ 
pers  or  consignees  when  not  unloaded  or  loaded  within  forty-eight  to 
ninety-six  hours,  which  charges  in  themselves  are  not  claimed  to  be 
unreasonable,  but  that  said  defendants  discriminate  in  favor  of  par¬ 
ticular  shippers  by  allowing  the  large  shipper  privileges  which  the 
small  shipper  and  consignees  do  not  enjoy;  that  defendants  have  a 
terminal  charge  of  $1  per  day,  which  charge  has  been  departed  from 
continually  bv  means  of  “  slow  switching  ”  and  false  reporting  of 
actual  time  of  arrival  of  the  cars,  in  favor  of  various  large  shippers 
and  consignees  to  the  prejudice  and  damage  of  petitioner  and  other 
producers,  shippers,  and  dealers  at  Cleveland,  Ohio. 

Disposition  of  case. — The  complaint  in  this  case  was  elaborate, 
the  proceedings  extensive,  and  the  testimony  voluminous,  but  the 
case  was  dismissed  on  July  15,  1899,  on  application  of  A.  M.  Sim¬ 
mons,  one  of  the  small  shippers,  who,  in  his  letter  to  the  Commission, 
stated  that  life  was  too  short  to  continue  the  prosecution  of  the  case. 

Docket  No.  605. 

Complaint. — That  on  corn  and  other  grain  transported  from  points 
in  Illinois  and  Missouri  to  Vicksburg,  Miss.,  and  other  points  in 
southern  Mississippi  Valley  territory,  rates  less  than  those  set  forth 
in  the  published  tariffs  are  granted  various  favored  shippers  by 
means  of  reconsignment  or  rebilling  privileges,  or  by  rebate  or  other 
device. 

Disposition  of  case. — Case  was  called  for  hearing  at  Chicago,  but 
upon  request  of  complainant,  or  with  complainant’s  acquiescence,  was 
indefinitely  postponed. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  the  subject  of  dis¬ 
crimination  in  reconsignment  or  rebilling:  61,  2367,  3346. 

Docket  No.  385. 

Complaint. — Investigation  on  order  of  Commission  to  ascertain 
among  other  things  whether  the  requirements  of  section  6  of  the  act 
to  regulate  commerce  and  the  regulations  of  the  Commission  here¬ 
under  are  complied  with  in  the  filing  and  publishing  of  tariffs. 


DIGEST  OP  HEARINGS  ON  RAILWAY  RATES.  705 

Disposition  of  case. — Hearing  was  had  in  this  case  on  July  6,  1894; 
report  and  opinion  filed  April  3.  1897. 

Docket  No.  554. 

Complaint. — That  rates  for  the  transportation  of  grain  for  export 
from  various  interior  points  on  the  Atlantic  seaboard  and  the  Gulf 
of  Mexico  are  applied  which  are  lower  than  those  applied  for  the 
transportation  of  similar  grain  for  domestic  consumption ;  that  no 
tariffs  are  filed  showing  a  through  rate  from  points  in  the  United 
States  to  points  in  foreign  countries. 

Facts  and  conclusions  of  the  Commission . — The  facts  as  brought 
out  in  this  case  have  little  bearing  upon  the  question  of  deviations 
from  the  rates  shown  in  the  published  tariffs.  It  was  held,  among 
other  things,  that  rates  upon  export  traffic  must  be  published  and  filed 
in  accordance  with  the  provisions  of  section  6  of  the  act  to  regulate 
commerce. 

Disposition  of  case. — Ordered  that  respondents  cease  and  desist 
from  charging  or  receiving  rates  from  places  in  the  interior  of  the 
United  States  to  any  seaport  on  the  Atlantic  or  Gulf  of  Mexico 
which  are  higher  for  the  transportation  of  flour  than  for  the  trans¬ 
portation  of  wheat  shipped  or  intended  for  export  by  sea  to  foreign 
countries  by  an  amount  of  from  4  to  11  cents  per  100  pounds;  that 
rates  from  points  in  the  United  States  to  said  seaports  which  are 
higher  on  flour  than  on  wheat  shipped  for  export  by  sea  to  foreign 
countries  by  more  than  2  cents  per  100  pounds  are  unlawful;  that 
rates  upon  grain  and  grain  products  when  for  export  must  be  pub¬ 
lished  and  filed  with  the  Commission  the  same  as  domestic  rates. 

Docket  Xo.  727. 

Complaint. — The  Commission  being  of  the  opinion,  and  having  so 
decided,  that  the  law  relating  to  the  publication  and  filing  of  tariffs 
applies  as  well  to  export  and  import  traffic,  it  was  proposed  to  give 
general  notice  that  from  and  after  January  1,  1904,  the  Commission 
would  require  the  publication  and  filing  of  tariffs  on  export  and  im¬ 
port  traffic  as  well  as  on  domestic  traffic,  but  before  taking  such  action 
it  was  ordered  that  a  public  hearing  be  held  at  the  office  of  the 
Commission. 

Facts. — It  was  brought  out  on  the  evidence  that  there  were  some 
three  or  possibly  four  methods  of  making  the  through  rate  in  case  of 

export  traffic : 

“  1.  By  adding  the  inland  rate  to  the  ocean  rate. 

“  2.  By  the  method  illustrated  by  the  following  example :  Aber¬ 
deen,  Miss.,  is  located  upon  both  the  Illinois  Central  and  the  Mobile 
and  Ohio  railroads,  of  which  the  Illinois  Central  operates  exclus¬ 
ively  to  the  port  of  New  Orleans,  and  the  Mobile  and  Ohio  to  the 
port  of  Mobile.  Assume  that  a  cotton  shipper,  on  January  1', 
1904,  applied  to  the  Mobile  and  Ohio  for  a  through  rate  on  cotton  to 
Liverpool,  England,  and  that  the  published  export  rate  of  the  Illi¬ 
nois  Central  to  New  Orleans  on  that  date  was  48  cents  per  100  pounds. 
Assume  that  the  ocean  rate  quoted  in  New  Orleans  upon  the  same 
day  was  30  cents  per  100  pounds  (approximately  the  fact),  the  sum 

S.  Doc.  244,  59-1 - 45 


706 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


of  these  through  rates  establishes  the  through  rate  from  Aberdeen  to 
Liverpool  at  78  cents  per  100  pounds  through  the  port  of  New  Or¬ 
leans.  The  export  rate  by  the  Mobile  and  Ohio  from  Aberdeen  to 
Mobile  was  43  cents  on  January  1,  but  the  ocean  rate  from  Mobile  to 
Liverpool  on  that  day  was,  perhaps,  40  cents  per  100  pounds,  83 
cents  in  all.  But  the  through  rate  via  that  port  would  be  greater 
than  via  the  port  of  New  Orleans.  Hence  if  the  Mobile  and  Ohio 
is  to  compete  for  this  traffic  it  must  quote  a  rate  not  higher  than  78 
cents.  This  it  does,  protecting  the  through  rate ;  that  is,  paying 
the  steamship  company  40  cents  for  the  ocean  carriage  and  retaining 
for  its  own  services  38  cents,  thereby  accepting  5  cents  per  100  pounds 
less  than  its  published  rate. 

“  3.  Upon  request,  the  carrier  names  whatever  export  or  import 
rate  it  sees  fit.  The  rates  may  vary  to  different  persons  at  the  same 
time,  or  may  vary  from  hour  to  hour  and  day  to  day. 

“  4.  What  is  described  as  being,  possibly,  the  fourth  method  is  the 
following:  The  carrier  establishes  a  joint  through  rate  from  the  in¬ 
land  point  to  the  point  of  destination.  *  The  tariff  contains  no  state¬ 
ment  of  either  the  inland  or  water  division,  nor  does  it  appear  how 
the  total  rate  is  determined.  The  rail  carrier  files  and  publishes  a 
joint  through  rate,  exactly  as  joint  domestic  rates  are  published.  It 
is  understood  the  rates  are  adhered  to. 

“  The  extent  to  which  these  different  methods  are  applied  can  not 
be  stated  with  absolute  accuracy.  Import  traffic  through  the  ports 
of  Boston,  New  York,  Philadelphia,  and  Newport  News  is  for  the 
most  part  handled  by  the  first  method.  Grain  of  all  kinds  is  com¬ 
monly  exported  by  the  first  method,  and  such  seems  to  be  the  case 
with  respect  to  exports  from  territory  east  of  the  Mississippi  River 
and  north  of  the  Ohio  and  Potomac  rivers.  Cotton  is  exported 
through  all  the  ports  by  the  second  method,  and  probably  some  other 
articles  in  eastern  and  southern  territory,  particularly  lumber,  are 
handled  in  the  same  way.  Traffic  from  points  west  of  the  Mississippi 
River,  wffiich  may  pass  through  both  the  Atlantic  and  Gulf  ports, 
'  particularly  grain  and  packing-house  products,  seems  to  be  handled 
by  all  ports  to  some  extent  by  the  third  method,  which  method  seems 
to  be  applied  to  considerable  traffic,  both  inbound  and  outbound,  to 
the  Pacific  coast  ports.  The  fourth  method  is  used  from  various 
southern  ports  to  Habana,  Cuba. 

“  Probably  at  least  75  per  cent  of  the  foreign  business  is  now  trans¬ 
ported  upon  the  published  rates,  and  the  balance  is  handled  at  what¬ 
ever  rates  seem  most  convenient.  The  whole  subject  is,  however,  in 
great  confusion,  no  definite  rule  being  observed  in  any  territory.” 

Conclusion  of  the  C ommission. — The  act  now  requires  the  publica¬ 
tion  of  import  and  export  tariffs  in  the  same  manner  as  domestic 
tariffs.  Public  policy  requires  that  inland  transportation  of  export 
and  import  commerce  be  subject  to  the  act  to  regulate  commerce.  If 
carriers  are  to  any  extent  relieved  by  act  of  Congress  from  giving  the 
notice  required  of  advances  and  reductions  in  rates  on  foreign  com¬ 
merce,  the  rates  actually  made  should  in  all  cases  be  filed  with  the 
Commission  and  there  should  be  such  further  notice  to  the  public  as 
may  be  possible. 

Disposition  of  case . — No  order.  Report  and  opinion  were  filed 
February  5,  1904. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


707 


Docket  No.  460. 

Complaint. — Investigation  on  order  of  Commission  to  ascertain 
whether  respondents  engaged  in  the  transportation  of  corn,  wheat, 
oats,  and  other  grain,  flour,  meal,  and  other  products  of  grain,  cattle, 
hogs,  dressed  beef,  and  other  packing-house  products,  provisions,  and 
other  kind  of  property,  violate  the  act  to  regulate  commerce  by  charg¬ 
ing  less  compensation  per  100  pounds  on  carloads  for  shipments  con¬ 
signed  for  export  than  for  like  shipments  when  consigned  for  domes¬ 
tic  use,  and  whether  they  are  transporting  such  export  traffic  at  rates 
not  authorized  by  or  set  forth  in  any  schedule  or  tariff  (involving 
shipments  from  Omaha  and  South  Omaha,  Nebr.,  Chicago,  Ill.,  and 
other  points  to  New  Orleans). 

Disposition  of  case. — Hearings  were  had  in  this  case  at  Chicago,  St. 
Louis,  and  Washington,  the  last  entry  in  the  docket  being  that  of  the 
filing  of  proposed  findings  of  fact  by  the  Illinois  Central  Railroad 
on  August  26,  1897. 

Docket  No.  461. 

Complaint. — Investigation  on  order  of  Commission  to  ascertain 
whether  respondents,  engaged  in  the  transportation  of  corn,  wheat, 
oats,  and  other  grain,  flour,  meal,  and  other  products  of  grain,  cattle, 
hogs,  dressed  beef,  and  other  packing-house  products,  provisions,  and 
other  kind  of  property,  violate  the  act  to  regulate  commerce  by  charg¬ 
ing  less  compensation  per  100  pounds  on  carloads  for  shipments  con¬ 
signed  for  export  than  for  like  shipments  when  consigned  for  domestic 
use,  and  whether  they  are  transporting  such  export  traffic  at  rates 
not  authorized  by  or  set  forth  in  any  schedule  or  tariff  (involving 
shipments  from  Omaha  and  South  Omaha,  Nebr.,  Chicago,  Ill.,  and 
other  points  to  New  Orleans). 

Disposition  of  case. — On  June  28,  1897,  this  case  was  called,  but 
respondents  failed  to  make  appearance.  Hearing  having  been  held 
on  April  7,  1897,  order  was  entered  June  28,  allowing  forty  days  for 
filing  briefs,  this  being  the  last  entry  on  the  docket. 

Docket  No.  462. 

Complaint. — Investigation  on  order  of  Commission  to  ascertain 
whether  respondents,  engaged  in  the  transportation  of  corn,  wheat, 
oats,  and  other  grain,  flour,  meal,  and  other  products  of  grain,  cattle, 
hogs,  dressed  beef,  and  other  packing-house  products,  provisions,  and 
other  kind  of  property,  violate  the  act  to  regulate  commerce  by  charg¬ 
ing-less  compensation  per  100  pounds  on  carloads  for  shipments  con¬ 
signed  for  export  than  for  like  shipments  when  consigned  for  domes¬ 
tic  use,  and  whether  they  are  transporting  such  export  traffic  at  rates 
not  authorized  by  or  set  forth  in  any  schedule  or  tariff  (involving 
shipments  from  Minneapolis  and  St.  Paul,  Minn.,  Kansas  City,  Mo., 
and  other  points  to  New  York,  Philadelphia,  and  other  ports). 

Disposition  of  case. — Hearing  had  at  Chicago,  Ill.,  September  19, 
1896.  This  is  the  last  entry  in  the  docket. 

Docket  No.  463. 

Complaint. — Investigation  on  order  of  Commission  to  ascertain 
whether  respondents  engaged  in  the  transportation  of  corn,  wheat, 


708 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


oats  and  other  grain,  flour,  meal,  and  other  products  of  grain,  cattle, 
hogs,  dressed  beef,  and  other  packing-house  products,  provisions,  and 
other  kinds  of  property,  violate  the  act  to  regulate  commerce  by 
charging  less  compensation  per  100  pounds  on  carloads  for  shipments 
consigned  for  export  than  for  like  shipments  when  consigned  for 
domestic  use,  and  whether  they  are  transporting  such  export  traffic 
at  rates  not  authorized  by  or  set  forth  in  any  schedule  or  tariff  (in¬ 
volving  shipments  from  Kansas  City,  Mo.,  and  other  points  to  New 
Orleans) . 

Disposition  of  case. — The  last  entry  in  docket  is  that  of  the  filing 
of  proposed  findings  of  fact  by  the  Illinois  Central  Railroad  and 
Kansas  City,  Fort  Scott  and  Memphis  Railway,  the  Illinois  Central 
Railroad  Company  having  been  made  a  party  respondent,  together 
with  the  Yazoo  and  Mississippi  Valley  Railway,  on  January  26.  1897. 

Docket  No.  487. 

Complaint. — That  the  defendant  company  fails  to  print,  publish, 
and  post  in  its  depot  at  Biloxi  schedules  of  its  rates  from  Biloxi  to 
various  points  as  named. 

Disposition  of  case. — Order  of  discontinuance  entered  March  2, 
1898. 

INFORMAL  complaints. 

The  following  informal  complaints  bear  upon  the  subject  of  dis¬ 
crimination  by  failure  to  publish  the  tariffs:  8,  20,  295,  477,  566,  1033, 

1117,  1991,  2137,  3241. 

'  '  '  _  / 

Docket  No.  418. 

Complaint. — The  complaint  is  of  discrimination  in  the  published 
tariffs,  but  it  appears  that  the  facts  brought  out  in  the  evidence  in¬ 
volve  granting  of  free  transportation  to  shippers. 

Facts. — ■“  The  findings  show  that  on  some  of  the  lines  passes  en¬ 
titling  the  holder  to  free  transportation  as  a  passenger  are  issued  to 
shippers  or  dealers  on  account  of  the  interstate  milk  traffic  of  the 
road  ”  (p.  163). 

Conclusion  of  the  Commission . — 44  The  issuance  of  such  passes  for 
interstate  transportation  is  an  offense  against  the  law,  as  affording 
transportation  for  an  interstate  journey  at  less  than  established  fares 
or  charges,  and  whether  the  pass  issued  entitled  the  holder  to  inter¬ 
state  passage  or  not,  if  granted  on  account  of  the  interstate  transpor¬ 
tation  of  freight,  it  results  in  a  4  rebate  ’  or  4  device  ’  whereby  the 
pass  holder  obtains  such  freight  transportation  not  only  at  some¬ 
thing  less  than  tariff  rates,  but  for  a  less  net  price  than  is  exacted 
from  persons  not  so  favored  who  are  shippers  of  like  traffic  trans¬ 
ported  under  similar  conditions  between  the  same  points.  The  giv¬ 
ing  of  free  or  reduced  transportation  to  shippers  of  or  dealers  in 
milk  carried  by  a  road  to  interstate  destinations  is  unlawful.”  The 
opinion  also  says,  44  extraordinary  or  unnecessary  cost  can  not  be  per¬ 
mitted  to  cause  unreasonable  or  unjust  rates,  discriminations,  pref¬ 
erences,  or  prejudices.” 

Disposition  of  case. — No  order  respecting  free  transportation  of 
shippers. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


709 


Order  that  defendants  immediately  readjust  their  rates  in  accord¬ 
ance  with  the  conclusions  of  the  Commission  and  establish  and  file 
the  same  within  a  time  stated.  Order  complied  with. 

Docket  No.  305. 

Complaint. — That  defendant  by  prohibiting  complainant  from  rid¬ 
ing  on  its  trains  Nos.  1  and  5  under  a  pass  issued  to  him  for  return 
transportation  from  Chicago  to  Odebolt,  Iowa,  after  having  accom¬ 
panied  a  shipment  of  stock  to  Chicago,  by  which  complainant  lost 
one  day’s  time,  while  permitting  stock  men  returning  to  Council 
Bluffs  and  other  points  in  Iowa  and  Nebraska  to  ride  on  such  trains 
under  like  passes,  unlawfully  discriminated  against  complainant. 

Facts. — Contracts  were  made  by  the  railway  to  transport  stock 
into  Chicago.  Contracts  were  also  made  by  some  roads  to  transport 
stock  from  points  west  of  the  Missouri  River  to  Chicago.  In  these 
contracts  agreement  is  made  to  transport  a  certain  number  of  men, 
depending  upon  the  size  of  the  shipment,  back  to  the  place  of  ship- 
men.  There  are  four  passenger  trains  running  from  Chicago  every 
twenty- four  hours,  two  of  which  are  run  for  the  Iowa  business,  the 
other  two  for  business  west.  An  attempt  is  made  to  distribute 
traffic  among  these  four  trains  so  as  to  meet  the  demands  of  the 
public.  In  doing  this  an  attempt  is  made  to  put  passengers  destined 
west  of  the  Missouri  on  those  trains  which  connect  at  the  Missouri 
River.  The  complainant  in  this  case  not  residing  west  of  the  Mis¬ 
souri  River  did  not  receive  a  pass  good  on  such  trains,  and  claimed 
that  he  thereby  lost  time.  These  facts  appear  in  the  testimony,  there 
being  no  formal  findings  of  fact  by  the  Commission. 

Disposition  of  case. — On  February  25,  1898,  it  appearing  that  de¬ 
fendant  had  satisfied  the  complaint  in  this  proceeding,  the  Com¬ 
mission  directed  that  the  complaint  should  be  dismissed  without 
prejudice. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  the  subject  of  dis¬ 
crimination  in  the  granting  of  free  passes  to  shippers  of  freight  or 
their  agents:  21,  360,  1634,  2670,  2855,  3469. 

Informal  complaint  No.  669  concerns  rebates  by  hauling  empty 
barrels  free. 

Informal  complaints  101  and  173  bear  upon  rebates  by  the  giving 
of  commissions. 

Docket  No.  307. 

Complaint. — Investigation  ordered  on  motion  of  Commission  fol¬ 
lowing  informal  complaints  of  unjust  discrimination,  through  the 
medium  of  rebates  allowed  by  defendant  company  to  certain  manu¬ 
facturers  and  others,  while  denied  to  other  persons. 

Facts. — The  Louisville  and  Nashville,  owning  a  controlling  in¬ 
terest  in  the  stock  of  the  Nashville,  Chattanooga  and  St.  Louis,  main¬ 
tained  coal  rates  over  both  lines  into  Nashville  by  agreement  or 
“  understanding  ”  between  the  traffic  officers  of  the  two  companies. 
The}^  had  agreed  to  carry  from  certain  mines  in  Kentucky  and  Ten¬ 
nessee  coal  at  a  rate  to  general  consumers  in  Nashville,  according  to 


710 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


the  season  of  the  year,  of  from  $1  to  $1.50  per  ton,  but  to  44  manu¬ 
facturers  ”  the  minimum  rate  of  $1  per  ton  was  accorded  the  year 
round.  The  application  of  the  term  44  manufacturers  ”  was  arbi¬ 
trarily  made  by  the  railroad  companies.  They  issued  lists  of  persons 
entitled  to  manufacturers’  rates,  changed  such  lists  at  their  pleasure ; 
in  some  instances  denying  the  special  rate  to  individuals,  firms,  or 
companies  whose  occupation  would  seem  to  be  more  properly  termed 
44  manufacturing  ”  than  that  of  others  to  whom  the  special  rate  was 
given.  The  44  manufacturers’  rate  ”  was  not  established  by  direct 
contract  between  the  railroad  and  the  individual,  but  was  applied  as 
follows:  Purchases  of  coal  were  made  from  coal  dealers  in  the  city, 
who  were  furnished  by  the  railroad  with  a  44  manufacturers’  list,” 
shipments  being  made  to  the  dealers  at  the  regular  rate  charged  to 
them.  However,  on  receiving  from  the  dealers  a  certificate  that  cer¬ 
tain  quantities  of  coal  had  been  sold  to  persons  on  the  manufacturers’ 
list,  the  railroads  would  refund  the  difference  between  the  regular 
and  the  manufacturers’  rate.  The  dealer  got  no  personal  advantage 
from  the  refund,  the  benefit  going  entirely  to  the  consumer — that  is, 
the 44  manufacturer  ” — in  the  reduced  prices  made  to  him  by  the  dealer. 
Pending  investigation,  the  Louisville  and  Nashville  Railroad  Com¬ 
pany  put  in  a  new  coal  tariff  from  the  western  Kentucky  mines  to 
Nashville,  by  which  the  44  manufacturers’  rate  ”  was  abolished  and  the 
company  relinquished  the  custom  of  arbitrarily  deciding  who  were 
manufacturers  entitled  to  the  rate. 

Conclusions  of  the  Commission .- — 44  Concerning  the  practice  form¬ 
erly  prevailing  at  Nashville,  where  the  railroad  company  exercised 
the  exclusive  power  of  determining  the  persons  to  whom  the  so-called 
44  manufacturers’  rate  ”  should  be  given  it  need  now  only  be  said  that 
it  seems  to  have  been  a  clear  violation  of  the  act,  and  would  have 
been  forbidden  by  the  Commission  had  not  the  carrier  abandoned  it.” 

Disposition  of  case. — The  practices  attendant  upon  the  establish¬ 
ment  of  a  44  manufacturers’  rate  ”  having  been  discontinued  pending 
the  investigation,  no  order  upon  that  point  was  made. 

Docket  No.  736. 

Complaint. — That  defendants  in  transportation  of  bituminous 
coal  from  Norwood,  N.  Y.,  to  Montpelier,  Vt.,  charge  a  rate  of  90 
cents  per  ton  when  the  coal  is  intended  for  44  railroad  supplies  ” — 
that  is,  for  consumption  in  the  operation  of  a  connecting  carrier — 
that  when  intended  for  commercial  purposes  a  rate  of  $1.85  per  ton 
is  charged,  thereby  subjecting  complainant  and  other  dealers  and 
shippers  of  bituminous  coal  and  the  city  of  Montpelier  to  unjust  dis¬ 
advantage. 

Facts. — Complainant  was  a  corporation  organized  for  the  purpose 
of  manufacturing  and  selling  gas  at  Montpelier,  Vt. ;  the  bituminous 
coal  used  in  this  business  being  procured  in  Pennsylvania  and  brought 
by  rail  to  Montpelier. 

By  joint  through  tariff  established  in  June,  1903,  and  in  force  at 
the  time  of  the  decision,  defendants  had  established  a  through  rate 
of  90  cents  per  ton  on  bituminous  coal,  carloads,  from  Norwood,  N.  Y., 
to  Montpelier,  Vt.,  when  intended  for  railway  supplies.  On  all 
bituminous  coal  transported  between  the  points  mentioned,  44  except 
for  railroad  supply,”  the  defendants  exacted  a  combination  rate  of 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


711 


$1.85  per  ton  in  carloads.  When  bituminous  coal  was  carried  by 
defendants  from  Norwood  to  Montpelier  the  service  was  performed 
under  substantially  similar  circumstances  and  conditions  whether 
carried  for  the  complainant  or  for  the  connecting  railroad.  It  was 
not  claimed  that  the  $1.85  rate  per  se  was  unreasonable,  except  by 
comparison  with  the  lower  rate  accorded  by  the  defendant  to  another 
carrier,  nor  did  defendants  offer  any  explanation  or  show  any  reason 
for  such  lower  rate. 

Conclusion  of  the  Commission. — The  circumstances  and  conditions 
under  which  coal  was  transported  between  Norwood  and  Montpelier 
for  railroad  supply  and  for  supply  of  complainant  and  other  con¬ 
signees  being  the  same  in  all  material  respects,  the  difference  in  rates 
is  a  violation  of  the  statute.  u  It  is  not  permissible  under  this  sec¬ 
tion  for  two  or  more  carriers  to  establish  a  joint  through  rate  less 
than  the  sum  of  their  locals,  which  is  available  only  to  a  particular 
shipper  or  class  of  shippers,  while  denying  such  lower  rates  to  other 
shippers  of  like  traffic  between  the  same  points  of  origin  and  desti¬ 
nation.”  The  only  point  decided  in  this  case  is  the  unlawfulness  of 
the  discrimination,  the  reasonableness  of  the  rate  not  being  decided. 

Disposition  of  case. — Ordered,  that  defendant  companies  cease  and 
desist  from  the  unlawful  discrimination  resulting  from  the  mainte¬ 
nance  of  a  rate  of  90  cents  on  coal  for  railroad  supply  between  Nor¬ 
wood,  N.  Y.,  and  Montpelier,  Vt.,  and  a  rate  of  $1.85  for  shipment 
of  coal  when  consigned  to  complainant  and  other  consignees  from 
Norwood  to  Montpelier. 

Docket  No.  400. 

Complaint. — That  defendants  were  guilty  of  unjust  discrimination 
in  granting  spectial  rates,  rebates,  and  other  favors  to  the  Omaha 
Elevator  Company  and  other  dealers  in  grain  at  Cozad,  Nebr.,  which 
they  did  not  grant  to  complainants,  who  were  engaged  in  the  same 
business;  that  defendants  paid  F.  H.  Peavey,  president  of  the  Omaha 
Elevator  Company,  the  sum  of  $5,629  on  or  about  June  24,  1892,  as 
rebates  on  grain  shipped  from  Cozad  and  other  points  on  the  Union 
Pacific. 

Disposition  of  case. — Hearing  at  Chicago,  Ill.,  on  February  18, 
1896.  Complainant  was  not  present,  and  on  July  21,  1897,  an  order 
was  entered  dismissing  the  complaint  without  prejudice. 

INFORMAL  COMPLAINTS. 

No  informal  complaints  bearing  directly  upon  the  subject  of  special 
rates.  P»ut  see  No.  232,  refusal  to  deliver  at  contract  rates. 

Docket  No.  454. 

Complaint. — Investigation,  on  motion  of  the  Commission,  of  the  fol¬ 
lowing  informal  complaints:  That  various  carriers  were  engaged  in 
unlawful  practices  in  violation  of  the  act  to  regulate  commerce  in 
the  transportation  of  grain  and  grain  products  from  western  points, 
and  particularly  that  the  Chicago  Great  Western  Railway  had  formed 
a  so-called  “  development  company,”  whereby  it  secured  the  carriage 
of  grain  through  a  device  which  was,  in  effect,  the  payment  of  a  re¬ 
bate. 


712 


DTGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Facts. — The  Iowa  Development  Company  was  a  corporation  organ¬ 
ized  under  the  laws  of  Iowa  for  the  purpose  of  holding  certain  land 
belonging  to  the  Chicago  Great  Western  Railway  Company.  Its 
capital  stock  had  never  been  paid  in  money,  the  secretary  of  the  two 
companies  being  the  same,  and  the  vice-president  of  the  railway  com¬ 
pany  being  president  of  the  development  company.  The  president 
of  the  railway  company  testified  that  the  three  active  directors  who 
managed  the  affairs  of  both  companies  were  the  same,  and  that  fact 
was  found  to  be  so. 

The  Iowa  Development  Company  was  formed  for  the  purpose  of 
securing  increased  grain  traffic  for  the  railway  company.  For  this 
purpose  the  following  plan  was  put  in  operation:  A  Chicago  com¬ 
pany,  engaged  in  the  handling  of  grain  and  provisions,  known  as 
the  Anglo-American  Provision  Company,  was  employed  by  the  rail¬ 
way  to  purchase  grain  in  the  Kansas  City  market  and  ship  it  to 
Chicago  over  the  railway.  The  grain  was  bought  and  consigned 
to  the  Anglo-American  company  “  by  one  of  its  agents  at  Kansas 
City,  who  acted  as  the  consignor,  the  Anglo-American  company  be¬ 
ing  the  consignee.”  On  receipt  of  a  bill  of  lading  from  the  railway 
company  this  consignor  would  draw  a  draft  upon  the  consignee  for 
the  amount  of  the  purchase  price  and  attach  the  bill  of  lading  to 
draft  as  security.  Upon  arrival  of  the  grain  in  Ctiicago  it  was 
sold  upon  the  Chicago  market  by  the  consignee  at  market  price. 
From  the  proceeds  the  consignee  paid  the  draft  and  passed  the  bal¬ 
ance  remaining  for  the  purchase  and  sale  over  to  the  Iowa  Develop¬ 
ment  Company.  The  Anglo-American  Company  paid  the  freight  by 
means  of  a  draft  upon  the  development  company,  which  the  land 
agent,  acting  under  instructions  from  the  railway,  received  and 
treated  as  a  cash  payment  of  the  freight. 

This  practice  began  on  April  1,  1896.  It  was  not  apparent  what 
the  development  company  did  with  the  funds  so  passed  over  to  it 
for  the  time  being,  but  it  did  appear  that  there  was  no  settlement 
and  no  payment  of  the  freight  until  after  the  order  in  this  case, 
which  was  made  on  July  7,  1896,  a  period  of  over  three  months, 
during  which  the  development  company  had  no  settlement  and  made 
no  payment  on  account  of  the  freight  to  the  railway  company. 
During  this  time  the  railway  ordinarily  required  a  cash  payment 
of  its  freight  bills,  but  in  the  case  of  some  of  the  large  shipments 
permitted  weekly  payments. 

Neither  the  railway  nor  the  development  company  furnished  any 
money.  The  security  of  the  Anglo-American  Company  lay  in  the 
fact  that  the  railway  accepted  in  payment  of  freight  a  draft  upon 
the  development  company,  thus  in  reality  pledging  the  entire  value 
of  the  grain  in  Chicago  as  payment  for  its  cost  in  Kansas  City,  a 
security  which  was  at  all  times  ample,  since  the  rate  between  the  two 
places  was  usually  one-half  the  value  of  the  grain  in  Chicago. 

It  was  found  that  this  plan  was  devised  and  entered  upon  by  the 
railway  for  the  sole  purpose  of  securing  the  grain  for  transporta¬ 
tion:  that  the  only  purpose  or  use  of  the  development  company  was 
to  act  at  the  bidding  of  the  railway  in  the  furtherance  of  this  end, 
and  that  neither  it  nor  the  railway  had  any  bona  fide  intention  of 
dealing  in  the  grain  so  bought  any  further  than  might  be  necessary 
to  secure  it  for  transportation  over  the  railway.  The  result  was  that 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


713 


the  railway  moved  for  a  time  nearly  70  per  cent  of  the  corn  moved 
between  Chicago  and  Kansas  City. 

Conclusion  of  the  Commission. — Upon  the  supposition  that  the 
development  company  had  a  substantial  existence  and  held  the  legal 
title  to  the  grain  and  actually  paid  the  nominal  freight  charges  it 
was  none  the  less  merely  a  tool  in  the  hands  of  the  railway  and  the 
act  accomplished  was  the  act  of  that  company.  “  The  railway  com¬ 
pany  furnished  the  credit  by  accepting  drafts  in  payment  of  its 
freight  charges;  it  suffered  the  whole  loss  by  virtue  of  its  ownership 
of  the  gntire  stock  of  the  development  company  *  *  *  it  may 

not  have  been  a  special  rebate,  but  it  was  clearly  a  ‘  device  ’  by  which 
it  transported  this  merchandise  for  a  carrier  for  less  compensation 
than  it  exacted  from  all  other  persons  for  a  like  and  contempora¬ 
neous  service  under  similar  circumstances  and  conditions.” 

Upon  the  supposition,  on  the  other  hand,  that  the  development 
company  should  be  entirely  eliminated  from  consideration  and  the 
transaction  treated  as  the  transaction  of  the  railway,  then  the  rail¬ 
way  owned  the  grain,  transported  it  for  itself,  and  received  for  its 
compensation  the  difference  in  the  price  paid  and  what  it  sold  for, 
less  the  commission.  There  was  no  fixed  rate.  It  varied  with  each 
individual  shipment,  and  in  fact  was  the  profit  upon  each  transac¬ 
tion.  But  unless  the  railway,  by  virtue  of  the  fact  that  it  owned 
the  merchandise  transported,  was  relieved  from  the  operation  of  the 
act,  it  was  guilty  of  unjust  discrimination.  It  was  held  not  to  be  so 
relieved  by  an}7  such  conditions  of  fact. 

Disposition  of  case. — Ordered  that  the  railway  desist  from  trans¬ 
porting  grain  for  the  development  company,  or  any  other  person  or 
corporation  owned  or  controlled  by  said  railway,  where  such  grain 
is  bought  at  its  instance,  for  the  purpose  of  securing  transportation 
of  same,  and  where  the  rate  paid  is  not  the  published  tariff,  but  in 
fact  the  profit  upon  the  transaction,  and  also  that  it  desist  from  trans¬ 
porting  grain  owned  by  it  which  is  bought  for  the  purpose  of  secur¬ 
ing  transportation  for  the  same,  and  for  the  transportation  of  which 
the  rate  paid  is  not  the  published  tariff,  but  is  in  fact  the  profit  upon 
the  transaction. 

Docket  No.  392. 

Complaint. — That  defendant,  in  that  its  stockholders  were  owners 
of  a  controlling  interest  in  a  land  developing  company,  which  com¬ 
pany  purchased  defendant’s  tickets  and  sold  them  to  its  own  patrons 
at  a  reduced  rate,  but  refused  to  sell  complainant  tickets  at  such 
reduced  rate,  was  guilty  of  unjust  discrimination. 

Facts. — Complainant  resided  on  the  line  of  and  had  occasion  to 
use  defendant’s  railroad.  The  land  company,  organized,  among  other 
purposes,  for  the  construction  and  operation  of  a  passenger  railway, 
constructed  such  a  railroad,  and  on  March  3,  1891,  sold  it  to  the  de¬ 
fendant.  For  some  time  after  the  sale  the  defendant  carried  passen¬ 
gers  between  all  points  on  the  entire  line  for  5  cents  each,  and  sold 
tickets  for  such  passage  at  the  rate  of  six  for  25  cents.  The  land  com¬ 
pany  purchased  tickets  of  the  railway  in  packages  of  six,  which,  to 
induce  the  public  to  patronize  its  hotel,  it  sold  to  such  persons  as  it 
pleased  at  one-half  of  the  price  paid  therefor.  The  railway  company 
and  the  land  company  were  distinct  corporations;  there  were  stock- 


714 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


holders  in  each  that  were  not  stockholders  in  the  other,  but  two  per¬ 
sons  owned  substantially  all  the  stock  in  both  companies,  and  one  of 
the  said  persons  holds  more  than  two-thirds  of  the  stock  in  each  cor¬ 
poration. 

Conclusion  of  the  Commission. — No  discrimination  is  practiced  by 
the  railway,  and  its  facilities  are  available  to  all  persons  upon  the 
same  terms.  If  the  land  company  saw  fit  to  sell  at  half  price  tickets 
for  which  it  had  paid  the  defendant  full  price,  it  is  not  apparent  that 
any  legal  right  is  exceeded  or  any  legal  duty  disregarded,  and  the 
circumstance  that  both  companies  are  under  a  common  ownership 
does  not  affect  the  relations  of  the  railway  to  the  public,  “  for  it  is  not 
to  be  presumed,  and  we  can  not  hold  from  the  evidence  before  us,  that 
this  community  of  interest  is  a  device  for  enabling  the  railroad  to 
evade  its  legal  obligations.”  “  This  conclusion  is  based  on  the  as¬ 
sumption  that  the  railway  company,  as  a  matter  of  fact,  receives  its 
full  regular  rates  for  all  tickets  sold  to  or  disposed  of  by  the  land 
company.” 

Certain  Commissioners  dissented,  saying:  “If  it  were  conceded 
that  this  discrimination  was  practiced  directly  by  the  railway  com¬ 
pany  the  legality  of  the  transaction  could  hardly  be  questioned.  It 
is  admitted  that  practically  all  the  stock  of  both  the  land  company 
and  the  railway  company  is  owned  by  the  same  persons,  and  that  the 
control  and  management  of  the  two  companies  are  substantia  lly  iden¬ 
tical.  This  discrimination  is  the  joint  act  of  the  two  companies,  the 
land  company  being  the  instrumentality  through  which  the  discrimi¬ 
nation  is  effected.  The  railway  company,  as  a  common  carrier, 
should  not  be  permitted  to  accomplish  thus  indirectly  what  if  done 
directly  would  be  a  transparent  and  manifest  violation  of  the  act  to 
regulate  commerce.” 

Disposition  of  case. — Complaint  dismissed  without  prejudice. 

Docket  No.  230. 

C omplaint. — That  defendant  unjustly  discriminates  against  com¬ 
plainant  bv  giving  more  favorable  rates  to  the  Delaware  and  Hudson 
Canal  Company  and  to  the  Hillsdale  Coal  and  Iron  Company  than 
it  gives  complainant  on  coal  from  Hdnesdale  and  Carbondale  dis¬ 
tricts  in  Pennsylvania  to  points  in  New  York  and  New  Jersey;  that 
said  discrimination  amounts  to  as  much  as  25  and  50  cents  per  ton; 
that  defendant  owns  the  capital  stock  of  the  latter  company,  carries 
coal  in  the  name  of  said  company  to  the  points  named,  and  sells  it 
at  such  prices  that  after  deduction  of  published  rates  of  freight  a 
sum  remains  which  is  much  less  than  the  market  value  of  the  coal  at 
the  mines;  that  if  the  loss  so  incurred  is  borne  by  said  coal  company 
it  loses  money ;  that  the  loss  is  also  borne  by  the  defendant  as  stock¬ 
holder,  and  that  such  loss  should  be  deducted  from  present  rates  in 
force  to  make  rates  reasonable;  that  defendant  discriminates  in  favor 
of  the  above-named  companies  in  the  distribution  of  cars  ordinarily 
used  and  those  known  as  Delaware  and  Hudson  exclusives. 

Disposition  of  case. — On  September  11,  1889,  counsel  filed  stipula¬ 
tion  withdrawing  proceedings,  and  on  the  same  day  an  order  was 
entered  discontinuing  them. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


715 


Docket  No.  594. 

Complaint. — Proceeding  of  inquiry  and  investigation  of  the  acts 
of  common  carriers  engaged  in  transportation  of  coal  from  mines  in 
West  Virginia  to  Chicago  instituted.  The  complaint  is  not  specific 
as  to  the  acts  to  be  investigated,  but  it  appears  from  the  statement 
of  the  chairman  of  the  Commission  made  at  the  hearing  held  at 
Chicago,  Ill.,  on  February  21,  1901,  that,  among  other  things,  the 
following  was  involved:  Alleged  transportation  during  the  summer 
of  1900  of  some  2,000  tons  of  coal  by  one  railroad  to  Chicago  from 
West  Virginia  mines,  which  coal  was  sold  to  another  railroad  at 
$2  per  ton,  the  published  tariff  on  coal  from  those  West  Virginia 
mines  to  Chicago  at  the  time  being  $1.85  per  ton;  the  inference 
being  that  coal  could  not  have  been  purchased  and  sold  at  15  cents 
per  ton. 

Disposition  of  case. — There  is  no  record  of  proceeding  beyond  the 
hearing  above  referred  to. 

PROFITS  AS  RATES. 

No  informal  complaints. 


Docket  No.  699. 


Complaint. — That  defendants  on  numerous  occasions  demanded 
and  received  from  complainant  a  rate  higher  than  the  published 
tariff  on  shipments  of  fruit  from  Michigan  to  Chicago,  while  at  the 
same  time  transportating  like  freight  between  the  same  points  for 
certain  competitors  at  regular  tariff  rates;  that  defendants  refused 
to  unload  shipments  of  freight  consigned  to  complainant,  while  at 
the  same  time  doing  so  for  certain  competitors;  that  published 
schedules  of  defendants  are  unreasonable  and  unjust  and  do  not 
plainly  show  the  rates  on  fruits  and  vegetables  from  the  Michigan 
shipping  points  indicated  to  Chicago. 

Facts  and  conclusions  of  the  Commission. — On  consideration  of  all 
the  evidence,  the  Commission  is  unable  to  arrive  at  the  conclusion 
that  defendants  were  guilty  of  any  willful  or  intentional  violation 
of  the  law  with  respect  to  any  charges  set  forth  in  the  complaint, 
including  the  application  or  nonapplication  of  the  rates  or  discrimi¬ 
nation  in  the  matter  of  unloading. 

Disposition  of  case. — Evidently  the  complaint  was  dismissed,  al¬ 
though  neither  docket  nor  opinion  contains  record  of  an  order  of 
dismissal. 


Docket  No.  203. 


Complaint. — That  on  a  shipment  of  household  goods  from  Leaven¬ 
worth,  Kans.,  to  Prescott,  Ariz.,  defendant  prepaid  freight  ;  that  he 
preceded  the  goods  to  Prescott,  and  before  they  arrived  there  ordered 
the  Prescott  and  Arizona  Central  and  Atlantic  and  Pacific  com¬ 
panies  to  rebill  and  forward  them  to  San  Diego,  Cal.,  and  upon  such 
goods  being  delivered  to  him  at  San  Diego  he  was  compelled  to  pay 
a  sum  in  addition  to  the  amount  prepaid  which  made  his  payment 
about  $6  per  100  pounds,  whereas  the  through  rate  to  San  Diego  was 
$1.90  per  100  pounds. 


716 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


Disposition  of  case. — On  August  13,  1889,  the  Atchison,  Topeka 
and  Santa  Fe  Railroad  Company,  the  Atlantic  and  Pacific  Railway 
Company,  and  the  California  Railroad  Company  filed  their  answers, 
this  being  the  last  step  recorded  on  the  docket. 

Docket  No.  494. 

Complaint. — That  defendant  charges  and  collects  for  transporting 
brick  in  carloads  from  Hanover  Pa.,  to  Middletown,  Pa.,  40  cents  per 
ton;  from  Hanover  to  Taneytown  $1  per  ton  when  such  shipments 
are  received  from  the  Western  Maryland  Railroad,  notwithstanding 
their  published  rates  on  local  shipments  between  said  points  are  45 
and  50  cents  per  ton,  respectively. 

Disposition  of  case. — Hearing  indefinitely  postponed  on  Mav  8. 
1897. 

Docket  No.  495. 

Complaint.- — That  defendant,  during  September  and  October,  1895, 
charged  and  collected  from  the  complainant  on  numerous  shipments 
of  hard  coal  in  carload  rates  .in  excess  of  the  rates  in  defendant’s 
published  tariffs. 

Disposition  of  case. — On  May  8,  1897,  stipulation  of  counsel  to  dis¬ 
miss  complaint  was  filed,  and  on  the  same  day  an  order  of  dismissal 
was  entered. 

Docket  No.  580. 

Complaint. — That  defendant  in  February,  1898,  charged  complain¬ 
ant  $45.57  for  the  shipment  of  nine  pieces  of  dressed  granite,  weigh¬ 
ing  9,300  pounds,  from  Chester,  Mass.,  to  Bassetts,  Wis.,  notwith¬ 
standing  the  fact  that  the  published  rate  was  only  $35.47. 

Disposition  of  case. — Order  of  dismissal  entered  July  7,  1900. 

Docket  No.  779. 

Complaint. — That  on  July  3,  1903,  complainant  shipped  one  car¬ 
load  of  hay  from  Johnstown,  Ind.,  to  Charleston,  S.  C.,  for  which  a 
rate  of  $72.34  was  collected,  while  the  published  tariff  between  the 
points  named  is  29  cents  per  100  pounds,  amounting  to  $63.28. 

Disposition  of  case. — Hearing  was  had  at  Terre  Haute,  Ind.,  and 
proposed  findings  of  fact  were  filed  by  complainant  and  defendant  on 
July  27  and  August  10,  respectively. 

Docket  No.  796. 

Complaint. — That  although  defendants  have  classified  petroleum 
and  its  products  as  third  class,  they  refuse  to  apply  the  third-class 
rates  between  certain  points,  and  on  September  19,  1904,  charged  com¬ 
plainant  for  three  barrels  of  oil  and  three  barrels  of  lubricating  oil 
from  Pittsburg,  Pa.,  to  Waterbury,  Conn.,  a  rate  of  48  cents  per  100 
pounds,  instead  of  33  cents,  the  third-class  rate.  - 

Disposition  of  case. — Case  has  not  proceeded  beyond  the  filing  of 
answers  by  the  railroad  companies;  the  last  entry  on  docket  being 
the  answer  of  the  railroad  company,  filed  February  18,  1905. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


717 


Docket  No.  799. 

Complaint. — That  on  several  shipments  of  bells  from  Cincinnati, 
Ohio,  to  Albany  and  Dublin,  Ga.,  and  other  southern  points,  via 
Chattanooga,  Tenn.,  defendant  charged  complainant  through  rates 
which  were  in  excess  of  the  combination  of  the  Chattanooga  rate 
plus  the  local  rate  from  Chattanooga  to  destination,  in  violations  of 
sections  1  and  3  of  the  act. 

Disposition  of  case. — Answer  of  defendant  filed  March  27,  1905, 
this  being  the  last  entrv  in  the  docket. 

CD 

COMPANY  CHARGES— OVERCHARGES. 

INFORMAL  COMPLAINTS. 

The  dockets  contain  about  782  informal  complaints  of  overcharge, 
excessive  charge,  and  excessive  rates. 

Docket  No.  224. 

Complaint. — That  defendant  has  violated  section  6  of  the  act  to 
regulate  commerce  by  taking  live  stock  (originally  billed  from  west¬ 
ern  points  to  Chicago,  and  which  was  allowed  by  such  billing  to  be 
sold  at  Kansas  City  and  was  there  sold),  from  Kansas  City  to  Chi¬ 
cago  under  the  original  billing,  when  it  was  not  a  party  to  the 
through  rate  named  in  such  billing,  and  that  it  carried  such  live 
stock  at  a  lower  rate  than  that  at  the  time  named  in  its  published 
tariff  from  Kansas  City  to  Chicago. 

Facts  and  conclusions  of  the  Commission. — It  was  held  in  this  case 
that  where  property  is  billed  from  one  State  into  another  with  the 
understanding  that  it  is  to  be  unloaded  at  an  intermediate  station  and 
that  whether  it  shall  be  loaded  for  further  carriage  will  depend  upon 
the  volition  of  the  shipper  or  of  any  one  who  may  become  the  pur¬ 
chaser,  the  case  does  not  fall  within  the  reasons  governing  rates  on 
through  transportation,  and  the  carrier  is  not  at  such  intermediate 
points  entitled  to  have  the  carriage  protected  as  a  through  shipment 
as  against  competitors.  Upon  the  facts  in  this  case  the  Commission 
concluded  that  the  complainant  was  not  entitled  to  protection  in  the 
course  of  business  shown  b}T  its  complaint  and  by  the  evidence,  as 
against  the  respondent. 

Disposition  of  case. — Complaint  dismissed. 

Docket  No.  255. 

C omplaint. — That  defendant  discriminates  in  rates  against  com¬ 
plainant  by  giving  more  favorable  rates  to  shippers  of  like  traffic  to 
and  from  points  on  its  other  branch  lines ;  that  it  fails  to  post  rates  at 
Friendsville,  and  that  it  prevents  continuous  carriage  of  freights  to 
and  from  Friendsville  by  requiring  payment  of  local  rates  to  Con¬ 
fluence  and  rebilling  from  that  point  to  destination,  and  on  freight 
destined  to  Friendsville  by  requiring  the  freight  to  be  rebilled  at 
local  rates  from  Confluence  to  Friendsville. 

Disposition  of  case. — Statement  acknowledging  satisfaction  of  com¬ 
plaint  with  request  to  have  proceeding  discontinued  filed  December 
2,  1892.  Case  ordered  discontinued. 


718 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  the  subject  of  dis¬ 
crimination,  amounting  to  discrimination  outside  the  published  tariff, 
by  means  of  arbitrary  application  of  the  tariff :  3,  2066,  3431,  refusal 
to  apply  sum  of  locals,  3249. 

Docket  No.  720. 

Complaint. — Inquiry  by  the  Commission,  upon  its  own  motion,  in 
consequence  of  informal  complaint  that  the  Hutchinson  and  Arkansas 
River  Railroad,  while  not  a  railroad  in  fact,  was  receiving  divisions 
of  the  rate  for  the  transportation  of  salt  from  Hutchinson,  Kans. 

Facts. — In  July,  1902,  a  railroad  corporation  was  organized  under 
the  laws  of  Kansas,  known  as  the  Hutchinson  and  Arkansas  River 
Railroad  Company.  Its  avowed  object,  to  construct  a  railroad  from 
Kechi  to  Hutchinson  for  the  purpose  of  bringing  the  St.  Louis  and 
San  Francisco  Railroad  into  the  latter  town,  was  never  attained. 
Nothing  was  done  toward  the  construction.  Another  alleged  pur¬ 
pose  was  the  reconstruction,  combination,  and  connection  of  the  plants 
owned  by  the  Hutchinson,  Kansas,  Salt  Company  in  such  a  wTay  that 
cars  could  be  conveniently  handled  in  and  out  of  its  different  mills. 
Soon  after  its  organization  the  railroad  company  bought  of  the  salt 
company  sidings,  between  4,000  and  5,000  feet  in  length,  which  had 
been  built  by  the  company  owning  the  largest  mill  operated  by  the 
Hutchinson,  Kansas,  Salt  Company  for  about  $8,000.  This  was  the 
only  track  which  that  company  owned,  and  it  had  no  equipment  of 
anv  kind. 

c/ 

The  capital  stock  of  the  Hutchinson  and  Arkansas  River  Railroad 
consists  of  800  shares,  of  the  par  value  of  $100  each,  of  which  794 
were  originally  subscribed  for  and  are  still  owned  by  one  Joseph  P. 
Tracy;  the  other  6  shares  are  held,  1  each,  by  directors  of  the  com¬ 
pany.  All  of  the  officers  of  the  railroad  company  except  Tracy 
are  also  officers  or  employees  of  the  Hutchinson,  Kansas,  Salt  Com¬ 
pany.  Mr.  Tracy  would  dispose  of  the  stock  as  directed  by  Mr.  Joy 
Morton,  president  of  the  railroad.  The  latter  testified  that  he  and 
those  whom  he  represented  owned  the  entire  capital  stock  of  the 
Hutchinson,  Kansas,  Salt  Company.  Ten  per  cent  of  the  par  value 
of  capital  stock  was  paid  in  cash. 

Soon  after  the  organization  of  this  Hutchinson  and  Arkansas 
River  Railroad  Company,  Tracy  approached  the  traffic  officers  of  the 
Atchison,  Topeka  and  Santa  Fe  Railway,  the  Chicago,  Rock  Island 
and  Pacific  Railway,  and  the  Missouri  Pacific  Railway,  and  secured 
from  each  of  them  an  agreement  that  the  Hutchinson  and  Arkansas 
River  Railroad  should  be  allowed  a  division  of  25  per  cent  of  the 
rates  to  Kansas  City  and  Omaha,  in  no  case  to  exceed  50  cents  per 
ton,  on  all  bulk  salt  shipped  to  the  Missouri  River.  The  rate  .it  this 
time  from  Hutchinson  to  Kansas  City  was  10  cents;  12  cents  to 
Omaha.  The  Santa  Fe  and  Missouri  Pacific  companies  issued  in 
due  form  joint  tariffs  with  the  Hutchinson  and  Arkansas  River  Rail¬ 
road,  by  which  the  latter  was  made  a  party  to  all  their  salt  rates  from 
Hutchinson  in  every  direction,  although  the  Santa  Fe,  in  fact,  al¬ 
lowed  divisions  on  the  bulk  salt  only.  The  Rock  Island  tariff  applied 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


719 


to  bulk  salt  only.  Salt  as  it  leaves  the  evaporating  pan  is  known 
as  “  bulk  salt,”  and  the  packing  houses,  which  use  very  large  quan¬ 
tities,  receive  it  from  the  mill  in  bulk  in  carload  lots,  thus  avoiding 
the  expenses  of  barreling  or  other  packing.  This  arrangement  occa¬ 
sioned  no  change  in  the  method  of  handling  salt  from  the  mills. 
It  was  billed  in  the  same  way  and  taken  out  by  the  same  engine. 
The  Hutchinson  and  Arkansas  River  Railroad  issued  no  bill  of 
lading,  “  and  in  no  way  participated,  either  in  fact  or  on  paper,  in 
the  transportation  of  the  commodity.”  The  only  difference  was  that 
the  railroad  company,  instead  of  the  salt  company,  kept  the  switch 
tracks  in  repair.  The  divisions  received  by  the  railroad  company 
had  amounted  to  $15,301.39,  the  last  payments  being  on  October  12 
and  November  9.  There  was  no  fixed  method  for  making  the  li  vi¬ 
sion  settlements,  the  method  of  accounting  usually  employed  by  rail¬ 
roads  not  being  used.  The  suggestion  was  made  that  the  divisions 
were  paid  on  all  bulk  salt  from  Hutchinson.  Mr.  Morton  testified 
that  they  were  allowed  only  on  shipments  from  the  Morton  mill. 
Misapprehension  of  the  requests  of  the  Commission  prevented  com¬ 
plete  information  on  this  subject,  but  the  Commission  was  of  “  ihe 
opinion  that  division  was  claimed  and  allowed  upon  all  shipments 
of  salt  (bulk)  to  the  Missouri  River  made  by  the  Hutchinson,  Kansas, 
Salt  Company.” 

Independent  producers  insisted  that  the  division  was  equivalent  to 
the  payment  of  a  rebate  of  50  cents  per  ton.  Mr.  Morton  admitted 
that  the  price  of  $2.10  per  ton,  the  Hutchinson  basis,  was  an  extremely 
low  one  and  would  not  have  been  made  had  not  the  division  been 
given,  but  insisted  that  the  direction  to  make  that  price  was  given  by 
him  and  without  any  expectation  or  intention  that  any  portion  of  the 
division  should  be  paid  to  the  Hutchinson  (Kans.)  Salt  Company. 

The  cost  of  equipping  a  modern  salt  mill  with  a  capacity  of  500 
barrels  per  day  is  about  $30,000.  The  cost  of  manufacturing  salt  is 
about  $2  per  ton.  Five  hundred  barrels  of  salt  weigh  70  tons.  “  Fifty 
cents  per  ton  should  be  a  living  profit  in  the  manufacture  of  salt.” 
Every  manufacturer  of  salt  at  Hutchinson,  with  the  exception  of  the 
Hutchinson  (Kans.)  Salt  Company,  has  been  obliged  to  withdraw 
from  the  bulk  salt  business  upon  the  Missouri  River. 

Conclusion  of  the  Commission. — Up  to  the  present  time,  the  division 
has  been  allowed  by  the  Rock  Island  and  Santa  Fe  systems  on  bulk 
salt  only,  but  the  tariffs  of  the  Missouri  Eacific  and  Santa  Fe  embrace 
all  salt.  Divisions  have  been  actually  allowed  by  the  Missouri  Pacific 
in  some  instances  on  barrel  salt,  and  if  what  lias  been  done  is  lawful, 
they  might  be  allowed  in  all  cases,  which  would  mean  that  the  Hutch¬ 
inson  (Kans.)  Salt  Company  could  shut  down  every  other  salt  mill  in 
the  State  of  Kansas.  The  transaction  is  plainly  illegal.  Though  the 
original  purpose  of  the  Hutchinson  and  Arkansas  River  Railroad 
may  have  been  to  construct  a  bona  fide  railroad,  and  though  it  may  be 
technically  a  railroad  under  the  laws  of  Kansas,  “  looking  to  the  sub¬ 
stance  and  not  the  form,  it  is  purely  a  scheme  for  the  purpose  of 
obtaining  a  concession  in  the  rate.”  “  Its  sole  function  is  to  absorb 
one-fourth  of  the  entire  rate.” 

“  It  should  be  carefully  noted  that  we  do  not  express  an  opinion 
that  the  granting  of  a  division  to  an  industrial  road  which  is  a  bona 
fide  railroad  and  performs  an  actual  service  of  value  is  necessarily 


720 


DIGEST  0^  HEARINGS  ON  RAILWAY  RATES. 


illegal  because  the  road  is  owned  or  controlled  by  the  shipper.  That 
question  is  not  considered  or  passed  upon  here.  We  hold  that  this 
so-called  railroad  is  a  ■*  *  *  mere  subterfuge.” 

Disposition  of  case. — This  proceeding  being  one  of  inquiry  only,  no 
order  to  desist  can  be  made,  u  nor  would  such  an  order  add  anything 
to  the  obligation  of  the  statute.”  One  of  the  railroads  has,  however, 
already  canceled  its  tariffs  with  the  Hutchinson  and  Arkansas  River 
Railroad,  and  Mr.  Morton,  at  the  hearing,  stated  that  if,  in  the  opin¬ 
ion  of  the  Commission,  the  arrangement  was  illegal,  he  desired  to  dis¬ 
continue  it,  and  the  same  intimation  was  given  by  the  other  two 
railroads  interested.  As  violations  of  the  original  features  of  the  act, 
the  matter  to  be  referred  by  the  Commission  to  the  Department  of 
J  ustice. 

Docket  No.  735. 

Complaint. — Investigation  on  order  of  Commission,  it  appearing 
that  the  division  of  joint  rates  and  other  allowances  made  to  terminal 
connecting  railroads  by  common  carriers  engaged  in  the  transporta¬ 
tion  of  freight  by  railroads  between  different  points  in  different 
States  of  the  United  States  calls  for  inquiry. 

Facts. — The  International  Harvester  Company  owns  the  capital 
stock  of  the  Illinois  Northern  Railroad  and  a  controlling  interest  in 
the  Chicago,  West  Pullman  and  Southern  Railroad,  operating  termi¬ 
nal  connecting  roads  in  and  about  the  city  of  Chicago  between  the 
plant  of  the  harvester  company  and  various  other  industries  and 
connecting  with  the  roads  leading  to  the  Missouri  River  and  other 
sections  of  the  country.  Until  recently  the  charge  received  for 
services  by  these  terminal  roads  was  a  switching  charge,  amounting 
to  from  $1  to  $3  per  car  for  the  Illinois  Northern  and  $3  per  car  for 
the  Chicago,  West  Pullman  and  Southern.  There  appears  to  be  in 
and  around  the  city  of  Chicago  a  district  more  or  less  accurately 
defined,  which  is  known  as  the  “  switching  limits.”  The  switching 
charge  within  these  limits  varies  from  $1  to  $10.25  per  car.  In¬ 
stances  were  given  where  a  charge  of  $7.80  per  car  was  imposed  for 
the  distance  of  40  miles.  The  ordinary  charge  for  moving  from  2  to 
10  miles  seems  to  be  in  the  vicinity  of  $3  per  car.  The  Illinois  North¬ 
ern  Railroad  and  the  Chicago,  West  Pullman  and  Southern  Rail¬ 
road  now  receive  in  many  instances  a  division  of  the  rates,  which 
on  lines  reaching  the  Missouri  River  is  20  per  cent,  with  the  Missouri 
River  division  as  the  maximum.  The  division  is  received  by  the 
Illinois  Northern  Company  on  freight  from  industries  other  than 
the  International  Harvester  Company.  It  does  not  appear  the 
Chicago,  West  Pullman  and  Southern  Railroad  performs  a  similar 
service  for  any  of  the  other  industries  along  its  line,  nor  does  it 
appear  whether  any  of  those  industries  is  of  such  a  character  as  to 
require  the  performance  of  such  service. 

The  Chicago,  West  Pullman  and  Southern  has  handled  from 
10,000  to  12,000  carloads  per  year  in  addition  to  some  less  than  car¬ 
load  business,  and  upon  a  $3  basis  has  been  able  to  pay  its  operating 
expenses  and  show  an  annual  net  profit.  Since  its  organization  it 
has  declared  three  dividends  of  10  per  cent  upon  its  capital  stock. 
The  operations  of  the  Illinois  Northern  have  uniformly  shown  a 
deficit,  but  there  is  nothing  to  show  what  the  financial  result  from 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


721 


its  operations  would  be  if  the  McCormick  Company  (the  chief  element 
is  the  International  Harvester  Company)  paid  the  same  sum  for  this 
service  which  it  previously  expended  when  the  tracks  were  owned 
and  operated  by  it.  At  the  present  time  it  is  entirely  relieved  from 
all  expense  in  that  connection  save  the  payment  of  $1  per  car  when  a 
<?ar  is  moved  from  one  portion  of  the  yard  to  another,  and  is  thus 
apparently  saved  a  very  great  expense. 

The  Chicago,  Lake  Shore  and  Eastern  Railroad,  owned  by  the 
United  States  Steel  Corporation,  is  a  terminal  road  operated  between 
the  Illinois  Steel  Company’s  works  near  Chicago,  and  connecting 
with  roads  leading  east,  west,  and  south,  receives  a  division  of  10  per 
cent  of  the  rate  to  the  seaboard,  15  per  cent  to  Buffalo  and  Pittsburg, 
and  20  per  cent  to  the  Missouri  River,  and  in  some  cases  obtains 
special  divisions.  -  It  has  1,213  employees,  4,539  cars,  and  70  loco¬ 
motives.  A  very  large  company,  consists  of  maintaining  and  operat¬ 
ing  the  tracks  within  the  various  plants  within  the  Illinois  Steel 
Company. 

Conclusion  of  the  Commission. — With  respect  to  the  reasonable¬ 
ness  of  the  divisions,  it  is  held  that  a  charge  of  $3  per  car  by  the 
Chicago,  West  Pullman  and  Southern  would  be  reasonable  for  these 
switching  charges,  and  that  “  judging  from  the  experience  of  the 
Chicago,  West  Pullman  and  Southern,  and  the  charges  which  are 
ordinarily  imposed  for  the  performance  of  similar  service  under  simi¬ 
lar  conditions  in  the  vicinity,”  the  charging  of  $3.50  per  car  by  the 
Illinois  Northern  would  be  reasonable.  The  exact  amount  of  the 
excess  in  the  case  of  the  Chicago,  Lake  Shore  and  Eastern  can  not 
be  determined  with  the  same  exactness  that  it  can  in  the  case  of  the 
others,  but  the  divisions  are  found  to  be  grossly  excessive  for  the 
service  rendered. 

It  must  be  assumed  that  the  Illinois  Northern  Railroad  is  a  com¬ 
mon  carrier  within  the  provisions  of  the  first  section  of  the  act  to 
regulate  commerce,  and  there  is  no  reason  in  law  why  this  railroad 
may  not  make  joint  rates,  file  joint  tariffs,  and  agree  upon  joint 
divisions  as  other  railroads  do.  “  We  are  not  called  upon  to  decide 
what  the  situation  might  be  if  this  road  were  a  private  carrier  main¬ 
taining  switch  tracks  and  switching  cars  to  and  from  the  McCormick 
works  exclusively.”  The  interstate  commerce  act  does  not  prohibit 
the  building  and  operation  of  railroads  by  shippers  having  traffic 
which  moves  over  the  same,  whatever  the  objection  thereto  may  be. 

The  International  Harvester  Company  is  the  principal,  not  the 
Illinois  Northern  Railroad.  It  is  to  obtain  the  business  of  that  com¬ 
pany,  a  shipper,  not  a  carrier,  that  these  divisions  are  allowed,  and  the 
fact  that  divisions  on  freight  from  other  companies  and  concerns  are 
received  by  the  Illinois  Railroad  Company  does  not  alter  the  case. 
The  essential  thing  is  that  all  divisions  are  allowed  because  the 
Harvester  company  owns  this  railroad,  and  as  a  concession  to  that 
company.  These  divisions,  if  not  in  violation  of  the  express  language 
of  the  second  section  of  the  original  act,  are  plainly  within  the  pro¬ 
hibition  of  the  Elkins  bill. 

The  question  presented  by  the  operations  of  the  Chicago  West 
Pullman  and  Southern  Railroad  differs  from  that  involved  in  the 
Illinois  Northern  in  that  the  Harvester  compan}^  owns  a  controlling 
interest  in  the  West  Pullman  Company,  but  has  not  the  entire  own- 

S.  Doc.  244,  59-1 


46 


722 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


ership;  but  this  does  not  change  the  situation.  The  International 
Harvester  Company  is  without  doubt  the  overshadowing  factor.  The 
Chicago,  Lake  Shore  and  Eastern  is  the  creature  of  the  United 
States  Steel  Corporation.  It  handles  large  quantities  of  traffic  be- 
tAveen  connecting  roads  and  various  plants  Avhich  formerly  belonged 
to  the  Illinois  Steel  Company,  and  with  respect  to  that  traffic  bears 
exactly  the  same  relation  to  the  United  States  Steel  Corporation  as 
the  Illinois  Northern  does  to  the  harvester  company. 

Disposition  of  case. — This  being  a  general  investigation,  in  which 
no  specific  charges  haAre  been  formulated  against  particular  defend¬ 
ants,  no  order  can  be  made,  nor  would  any  order  apparently  add  to 
the  prohibition  of  the  statute  itself.  The  inquiry  will  be  continued 
into  other  similar  practices,  and  whatever  means  the  hnv  affords  em¬ 
ployed  to  stop  those  above  referred  to. 

[ 

INFORMAL  COMPLAINTS. 

The  following  informal  complaint  bears  upon  the  subject  of  alloAv- 
ances  to  terminal  railways :  2975. 

Docket  No.  681. 

Complaint. — By  voluntary  association,  composed  of  several  per¬ 
sons,  firms,  and  corporations  engaged  in  the  business  of  manufactur¬ 
ing  and  shipping  yelloAv-pine  lumber  in  and  from  the  States  of 
Louisiana,  Mississippi,  Alabama,  and  Georgia,  that  defendant  com¬ 
panies  have  unjustly  discriminated  against  complainants  by  granting 
to  complainant's  competitors  disguised  rebates  in  the  nature  of  “  tap 
line  ”  divisions  of  freight,  complainants  being  denied  the  same  or 
like  divisions. 

Facts. — Large  quantities  of  yelloAv-pine  lumber  are  manufactured' 
in  the  States  of  Arkansas,  Louisiana,  and  Texas.  The  method  of 
manufacturing  and  marketing  this  lumber  is  *  essentially  identical 
in  all  parts  of  the  South.  Mills  are  constructed  upon  the  lines  of 
railways  traversing  that  territory,  and  the  logs  are  hauled  into  these 
mills  from  the  forests.  HoAvever,  as  the  timber  is  cut  off  and  the 
haul  becomes  longer,  it  becomes  necessary  to  provide  other  means 
for  bringing  the  logs  to  the  mill,  and  ordinarily  a  railroad  is  built 
into  the  timber  and  logs  are  transported  by  this  means.  In  process 
of  time  the  logging  road  increases  in  length  until  it  frequently 
reaches  50  to  60  miles.  The  practices  in  making  divisions  to  these 
logging  roads  or  tap  lines  by  the  seAreral  defendants  were  as  folloAVs: 
In  the  case  of  the  Kansas  City  Southern  the  mills,  with  two  excep¬ 
tions,  Avere  situated  upon  the  lines  of  the  defendant  at  junction 
point.  Joint  tariffs  Avere  filed  by  the  railroad  company  with  these 
lines.  The  billing  of  lumber  from  the  junction  point  Avas  by  the 
agent  of  the  Kansas  City  Southern  and  apparently  in  the  name  of 
that  company,  there  being,  as  it  Avould  appear,  no  difference  upon 
the  face  of  the  billing  between  a  case  Avhere  lumber  Avas  shipped  by 
a  mill  provided  with  a  logging  road  to  which  a  division  Avas  allowed 
and  that  of  a  mill  located  at  the  same  point  Avhich  had  no  logging 
road,  and  Avhich  therefore  receded  no  division.  No  other  rates  ob¬ 
tained  between  the  tap  lines  proper  and  the  Kansas  City  Southern 
on  any  commodity  except  lumber. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


723 


The  case  of  the  St.  Louis  Southwestern  was  similar.  The  lumber 
mills  were  in  all  cases  located  at  the  junction  points.  The  other 
tariffs  were  published  between  the  various  tap  lines  and  the  de¬ 
fendant.  The  billing  was  in  all  cases  from  the  junction  point  by 
the  defendant,  and  the  full  rate  was  paid  by  the  mill.  All  other 
commodities  except  lumber  paid  the  full  local  rate  to  and  from  the 
junction  points  over  both  the  tap  line  and  the  St.  Louis  Southwestern. 

The  theory  in  practice  in  the  case  of  the  St,  Louis,  Iron  Mountain 
and  Southern  seemed  to  be  entirely  different  from  that  of  the  pre¬ 
ceding  defendants.  Joint  tariffs  were  filed  by  the  tap  lines  of  this 
defendant,  naming  a  through  rate  upon  lumber  from  designated 
points  upon  the  tap  line,  which  was  usually,  but  not  always,  the  same 
as  from  the  junction  point.  The  billing  in  all  cases  was  by  the  tap 
line  and  was  from  a  point  on  the  tap  line  to  destination.  In  point 
of  fact,  the  lumber  was  shipped  from  the  mill  at  the  junction  point, 
the  point  upon  the  tap  line  named  in  the  billing  being  that  point 
from  which  the  logs  were  originally  taken  up  for  transportation  to 
the  mill.  The  claim  of  this  defendant  was  that  the  log  was  milled 
in  transit,  and  that  when  the  lumber  finally  went  forward  it  might 
with  propriety  be  treated  as  though  it  were  shipped  from  the  point 
where  the  log  originally  started  by  rail. 

Certain  facts  were  generally  true  of  all  these  tap  lines.  They  were 
first  built  and  owned  by  the  proprietor  of  the  lumber  mill,  and 
while  at  first  exclusively  mill  propositions  they  soon  reached  a  point 
when  they  engaged  in  other  business  to  a  greater  or  less  extent, 
doing  more  or  less  outside  transportation,  even  when  run  as  private 
enterprises.  It  was  difficult  to  draw  any  line  between  the  logging 
road  as  such  and  the  logging  road  which  had  become  a  general  car¬ 
rier  of  freight.  The  divisions  allowed  by  the  railroad  companies  to 
the  tap  lines  did  not  seem  to  be  in  any  case  as  great  as  the  actual 
expense  of  transporting  the  logs  to  the  mill.  In  most  cases  it  ap¬ 
peared  probable  that  these  divisions  amounted  to  from  40  to  70  per 
cent  of  the  cost  of  maintaining  the  tap  lines,  including  interest  on  the 
investment. 

The  complainant  mills  were  all  operated  in  territory  east  of  the 
Mississippi  River,  and  their  complaint  had  reference  to  lumber  sold 
in  the  Central  Freight  Association  territory.  The  defendants  were 
all  located  west  of  the  Mississippi  River  and  did  not  participate  at 
all  in  the  transportation  of  lumber  from  the  mills  of  the  complainant 
into  the  territory  involved. 

Conclusion  of  the  Commission. — The  practice  complained  of  is  not 
in  violation  of  that  provision  of  the  act  to  regulate  commerce  which 
prohibits  undue  preference  between  individuals  or  localities,  inas¬ 
much  as  the  defendants,  in  granting  the  rates  to  lumber  mills  owning 
or  controlling  short  originating  roads  called  tap  lines,  did  not  make 
or  participate  in  the  rates  which  the  complaining  mills  paid.  The 
fact  that  these  carriers  failed  or  refused  to  allow  like  concessions  to 
members  of  the  complaining  association  located  in  a  different. section 
of  the  country  did  not  make  the  continuance  of  this  concession  by 
defendants  illegal. 

Defendants’  railroad  company  may  not,  by  granting  divisions  to 
mill  owners,  compensate  the  mill  owner  for  the  cost  of  bringing  his 
logs  to  mill.  If  these  divisions  are  allowed  at  all,  it  must  be  because 
of  the  relation  existing  between  the  railway  which  brings  the  logs 


724 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


and  the  defendant  which  transports  the  product  to  market.  “  The 
shipment  of  the  log  to  mill  and  the  lumber  from  the  mill  may,  under 
the  circumstances  of  this  case,  be  treated  as  the  shipment  from  the 
point  where  the  log  is  received  to  the  point  where  the  lumber  is  finally 
delivered,  and  *  *  *  the  carrier  may  make  such  allowance 

toward  the  cost  of  moving  the  lumber  from  that  point,  and  *  *  * 

it  may  do  this  by  joint  arrangement  with  the  carrier  bringing  the  log 
to  the  mill,  provided  that  carrier  is  a  common  carrier  by  rail.” 
These  divisions  can  only  be  granted  when  the  logging  road  is  a  pub¬ 
lic  carrier  which  actually  makes  a  joint  through  rate. 

Disposition  of  case. — “  Divisions  allowed  by  the  Kansas  City  South¬ 
ern  and  the  St.  Louis  Southwestern  are  in  violation  of  law,  and  those 
granted  by  the  St.  Louis,  Iron  Mountain  and  Southern  may  be.”  An 
order  in  this  case  would  not  be  an  efficacious  means  of  putting  a  stop 
to  illegal  practices.  The  better  way  would  be  injunction  or  criminal 
proceedings.  Complaint  therefore  dismissed,  with  statement  that 
such  steps  would  be  taken  as  might  seem  necessary  after  due  oppor¬ 
tunity  had  been  given  to  the  carriers  to  adjust  their  tariffs  and 
their  arrangements. 

Docket  No.  664. 

Complaint. — Inquiry  by  the  Commission,  upon  its  own  motion, 
following  informal'  complaint  by  the  Detroit  Salt  Works.  Investi¬ 
gation  to  ascertain  whether  the  International  Salt  Company,  doing 
business  at  Manistee  and  Ludington  and  alleged  to  be  virtual  owners 
of  the  boat  line  (the  Michigan,  Indiana  and  Illinois  Line)  operat¬ 
ing  a  line  of  steamships  between  Manistee  and  Ludington,  Mich.,  and 
Chicago,  Ill.,  so  divided  the  through  rate  on  salt  from  the  said 
Michigan  points  to  the  West  as  to  secure  a  rebate  to  the  International 
Salt  Company  of  8  to  10  cents  per  barrel,  to  the  disadvantage  of  the 
Detroit  salt  field. 

Facts. — The  International  Salt  Company  is  not  a  producer  of  salt, 
but  handles,  as  sales  agent  and  purchaser,  the  entire  production  of  the 
Manistee  and  Ludington  region.  The  president  of  the  International 
Salt  Company  is  also  president  of  the  boat  line,  and  the  same  indi¬ 
viduals,  two  in  number,  own  controlling  interests  in  both  companies. 
With  one  exception  the  officers  are  the  same  in  both,  although  they 
are  wholly  separate  and  distinct  corporations.  The  boat  line,  while 
ready  to  carry  salt  for  any  person  offering  it,  has  in  point  of  fact 
secured  no  such  offers,  and  carries  salt  exclusively  for  the  Inter¬ 
national  Salt  Company. 

The  through  rate  from  Manistee  and  Ludington  to  the  Missouri 
River  is  53  cents,  which  is  made  by  adding  to  the  local  rate  of  46 
cents  7  cents  per  barrel  for  the  across-the-lake  service.  In  the 
division  of  this  rate  the  railways  allow  the  boat  line  from  30  per 
cent  to  33 J  per  cent  on  business  beyond  the  Mississippi  River,  or 
from  16  to  18  cents  for  transportation  across  the  lake.  Detroit 
shippers  allege  that  this  absolutely  bars  Detroit  salt  from  business, 
west  of  the  Mississippi  through  the  Chicago  gateway  and  renders  it 
impossible  for  them  to  do  business  at  a  profit  on  lines  on  which  those 
rates  are  in  effect  through  St.  Louis,  Hannibal,  Quincy,  and  Keokuk. 

The  established  vessel  lines  on  the  lakes  had  formerly  carried  salt 
to  Chicago  for  8  to  11  cents  per  barrel,  but  additional  services  are 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


725 


rendered  by  the  boat  line,  including  stowage  by  stevedores  at  Manistee 
and  Ludington,  which  cost  it  1  cent  per  barrel ;  unloading  and  cooper¬ 
age  at  Chicago,  2.5  cents  per  barrel,  and  dockage  charges,  5  cents  per 
barrel.  Before  the  organization  of  the  boat  line  the  shippers  tried 
both  water  and  all-rail  transportation  to  Chicago,  but  testified  that 
they  failed  to  secure  the  prompt  service  necessary  to  successful  opera¬ 
tion.  It  costs  more  to  manufacture  salt  at  Detroit  and  throughout 
the  Detroit  field  than  to  manufacture  it  at  Manistee  or  Ludington. 
Coal  is  used  for  fuel  at  Detroit,  costing,  on  the  average,  75  cents  for 
each  ton  of  salt  manufactured,  while  the  manufacturers  of  salt  at 
Manistee  and  Ludington  also  manufacture  lumber,  and  the  refuse 
of  their  lumber  mills,  in  the  shape  of  sawdust,  bark,  slabs,  etc.,  almost 
valueless  for  other  purposes,  is  used  for  fuel. 

Conclusion  of  the  Commission. — The  fixed  charges  incurred  by  the 
boat  line  in  the  transportation  of  salt  across  lake  to  Chicago,  amount¬ 
ing  to  8.5  cents  per  barrel,  which  fixed  charges  were  not  included  in 
the  old  rates  made  by  the  boats  formerly  engaged  in  the  traffic,  may, 
in  whole  or  at  least  in  part,  be  properly  included  in  the  cost  of 
transportation.  In  addition  to  these  fixed  charges,  it  is  to  be  ob¬ 
served  that  the  service  rendered  by  the  boat  line  is  more  expensive 
than  that  performed  by  the  former  method. 

“  The  public  is  not  interested  in  the  division  of  a  through  rate, 
and  the  Commission,  therefore,  has  no  authority  to  condemn  the 
division  of  a  rate,  unless  a  part  of  the  through  line  and  the  article 
shipped  have  a  common  ownership  and  a  grossly  excessive  division 
is  made  for  the  purpose  of  paying  a  rebate.” 

The  relations  between  the  boat  line  and  the  International  Salt 
Companj^  “  are  so  intimate  and  their  financial  interests  so  nearly 
identical  that  we  should  not  hesitate  to  condemn  this  division  of  the 
through  rate,  provided  we  could  find  that  the  division  paid  the  boat 
line  was  in  effect  a  rebate.” 

It  was  further  held  that  it  is  no  part  of  the  business  of  the  Commis¬ 
sion  to  equalize  the  natural  advantages  of  localities  through  adjust¬ 
ment  of  the  tariffs. 

Disposition  of  case. — The  Commission,  finding  that  the  division  is 
not  so  grossly  excessive  as  to  justify  it  in  holding  the  same  to  cover 
a  rebate,  orders  proceedings  dismissed. 

Docket  No.  687. 

Complaint. — Inquiry  by  the  Commission,  upon  its  own  motion,  fol¬ 
lowing  information  in  the  nature  of  an  informal  complaint,  to 
ascertain  the  facts  respecting  allowances  by  the  defendant  company 
to  the  owners  of  certain  elevators  and  to  determine  whether  such 
allowances  are  in  violation  of  law. 

Facts. — The  Union  Pacific  Railroad  entered  into  a  contract  with 
Peavey  &  Co., -under  which  the  latter  erected  elevators  at  Kansas 
City  and  Council  Bluffs  for  the  transfer  of  grain  at  those  stations 
for  the  Union  Pacific  system,  and  for  this  service  Peavey  &  Co.  was 
to  receive  1.J  cents  per  100  pounds.  The  latter  are  grain  merchants 
and  owners  of  elevator  properties  controlling  a  large  number  of 
country  elevators  and  large  buyers  of  grain  along  the  Union  Pacific 
lines.  It  is  fairly  inferable  from  the  testimony  that  Peavey  &  Co. 
handle  some  60  per  cent — perhaps  more — of  the  grain  shipped  from 


726 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Union  Pacific  stations.  Substantially  all  grain  so  shipped  by  them 
is  transferred  through  the  Peavey  elevators,  and  little  or  no  grain 
is  transferred  through  these  elevators  for  other  parties,  although 
the  Union  Pacific  has  the  right  to  require  such  transfer  under  the 
terms  of  its  contract.  Statements  show  that  12,329,381  bushels  were 
transferred  through  the  Peavey  elevators  at  Kansas  City  between 
July,  1898,  and  May,  1903,  and  that  23,839,533  bushels  were  trans¬ 
ferred  at  Council  Bluffs  between  July,  1899,  and  May,  1903.  At 
Kansas  City  the  earnings  for  transferring  grain  from  July,  1898, 
to  May,  1903,  were  $92,069.63;  the  operating  expenses,  $77,500;  the 
aggregate  profit,  $14,369.62;  the  average  annual  profit,  $2,913.92. 
This  allows  nothing  in  either  case  for  interest  on  investment,  depre¬ 
ciation  of  plant,  insurance  on  grain  in  storage,  or  expenses  of  general 
management.  The  elevator  at  Council  Bluffs  cost  $200,000;  that  at 
Kansas  City,  $150,000.  Assuming  these  figures  to  be  substantially 
correct,  the  transfer  business,  considered  by  itself,  was  unprofitable. 
A  rival  concern  at  Council  Bluffs  receives  the  same  compensation  for 
transferring  grain.  Prices  elsewhere  applied  do  not  establish  the  claim 
that  Peavey  &  Co.  were  unduly  remunerated.  It  was  not  seriously 
contended  that  Peavey  &  Co.,  in  fact,  pays  any  more  for  grain  than 
any  other  buyers.  The  testimony  was  unqualified  that  the  arrange¬ 
ment  in  question  had  not  affected  the  prices  paid  to  the  producer. 
In  other  words,  the  transfer  charge  was  not  “  reflected  into  the  inte¬ 
rior.”  Competing  shippers  have  failed  to  make  known  their  griev¬ 
ances,  if  they  have  any. 

Conclusion  of  the  Commission. — “  However  objectionable  the 
arrangement  may  appear  from  any  point  of  view  we  are  convinced, 
rather  against  our  original  impressions,  that  it  can  not  be  adjudged 
unlawful.”  The  contracts  for  transferring  grain  were  made  in  good 
faith  and  for  a  legitimate  purpose  and  the  compensation  paid  is 
not  unreasonable  for  the  service  performed.  The  Union  Pacific  was 
not  debarred  from  dealing  with  Peavey  &  Co.,  because  they  happened 
to  be  grain  merchants  as  well  as  elevator  proprietors.  “  It  is  scarcely 
needful  to  add  that  arrangements  of  the  kind  investigated  in  this 
proceeding  are  not  favorably  regarded.  When  anything  directly 
connected  with  the  public  service  which  a  carrier  is  bound  or  under¬ 
takes  to  perform  is  farmed  out,  so  to  speak,  to  one  of  its  own  shippers, 
the  relation  thereby  brought  about  is  likely  to  excite  distrust  and  to 
be  looked  upon  with  suspicion.” 

Disposition  of  case. — No  requirement  of  the  act  disregarded.  Com¬ 
plaint  dismissed. 

Docket  No.  824. 

Complaint. — Proceeding  on  inquiry  and  investigation  ordered  by 
Commission  concerning  allowances  made  by  railroads  or  persons 
owning  elevators  or  by  such  companies  or  persons  to  shippers  of  grain 
between  interstate  points  and  concerning  the  legality  of  such  allow¬ 
ances. 

Disposition  of  case. — Investigation  pending. 

Docket  No.  266. 

Complaint. — That  the  defendants  and  the  Lackawanna  Live  Stock 
Express  Company,  a  bureau  organized  and  controlled  by  defendants 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


727 


for  the  transaction  of  live-stock  transportation  over  the  lines  from 
Chicago  to  New  York,  have  so  managed  the  live-stock  transportation 
business  as  to  discriminate  between  the  complainants  and  their  com¬ 
petitors  in  the  provision  of  cars  and  in  the  rates  paid  for  carriage  by 
means  of  a  rebate  or  other  allowances. 

Facts. — Jacob  Shamberg  is  a  cattle  dealer  residing  in  New  York, 
purchasing  cattle  for  domestic  and  foreign  consumption.  Schwarz- 
child  &  Sulzberger  were  engaged  in  the  same  business  with  complain¬ 
ant,  at  Forty-fifth  street,  East  River,  New  York,  where  they  had  a 
dock  and  stock  yards.  Schwarzcliild  &  Sulzberger  and  defendant, 
the  Lackawanna  road,  entered  into  a  contract  in  1888  under  which 
the  Lackawanna  made  free  deliveries  to  Schwarzchild  &  Sulzberger 
of  all  live  stock  delivered  to  it  for  shipment  to  this  firm  or  in  the 
care  thereof.  The  service  was  estimated  to  have  cost  34  cents  per 
hundred  pounds. 

Other  trunk  lines  did  not  give  free  lighterage  within  the  lighterage 
limits  of  the  harbor  of  New  York  but,  at  a  meeting  held  in  1889,  met 
this  competition  by  providing  for  an  increase  in  the  rate  of  live  stock 
with  the  option  of  free  delivery  within  the  lighterage  limits  of  New 
York.  After  this  action  by  the  trunk  line  committee  the  Lacka¬ 
wanna,  in  addition  to  these  free  deliveries,  allowed  Schwarzchild  & 
Sulzberger  3-|-  cents  per  hundred  pounds  for  yardage,  which  allowance 
had  not  previously  been  made.  The  allowance  for  yardage  was  made 
to  Schwarzchild  &  Sulzberger  on  their  own  shipments  as  well  as 
shipments  to  others  in  their  care.  Schwarzchild  &  Sulzberger  owns 
its  own  yards. 

The  firm  of  Schwarzchild  &  Sulzberger  for  a  time  had  a  member, 
Samuel  Weil,  who  was  a  brother-in-law  of  Sulzberger.  Schwarzchild 

Weil  both  had  disposed  of  their  interests  to  Sulzberger  by  August. 
1890. 

The  Lackawanna  Live  Stock  Express  Company  was  organized 
January  6,  1888,  having  for  its  incorporators  certain  individuals  who 
were  friends  of  Weil  and  who  allowed  their  names  to  be  used  as  in¬ 
corporators  at  his  request.  This  company  entered  into  a  contract 
with  the  Lackawanna  and  Nickel  Plate  roads,  by  which  it  was  to  pro¬ 
vide  certain  improved  stock  cars  for  such  roads,  under  terms  of  strik¬ 
ing  financial  advantage  to  the  express  company.  The  railroad  com¬ 
panies  paid  the  express  company  car  rental  or  mileage  of  three- 
fourths  cent  from  September  1,  1888,  to  September  1,  1890,  the  sum  of 
$205,582.68.  Deducting  from  this  amount,  expenditures  for  repairs 
and  salaries,  $34,050.48,  there  is  left  $171,532.20  as  the  amount 
earned  by  the  express  company  in  two  years  above  current  expenses, 
representing  over  50  per  cent  per  annum  on  the  capital  invested  after 
deductions  were  made  and  not  taking  into  consideration  the  depre¬ 
ciation  in  the  value  of  the  cars;  the  life  of  which,  however,  is  esti¬ 
mated  at  from  ten  to  twelve  years. 

Mileage  made  by  the  cars  of  the  express  company  is  over  twice  that 
made  by  ordinary  live-stock  cars,  due  to  the  fact  that  they  are  run 
exclusively  on  through  trips  from  Chicago  to  New  York,  and  not 
from  intermediate  local  stations;  that  they  are  sent  directly  back  to 
the  west  without  detention,  and  that  the  cattle  can  be  fed  and  watered 
on  the  express  cars  without  unloading  for  the  purpose  at  Buffalo  or 
elsewhere. 


728 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Through  bills  are  not  issued  by  the  express  company,  but  by  the 
railroad  company,  and  the  latter  fixes  the  rates  of  transportation  and 
collects  the  freight  charges.  No  account  of  the  mileage  earned  by 
the  express  cars  is  kept  by  the  express  company ;  but  it  is  kept  by  the 
mileage  departments  of  the  railroad  companies.  The  express  com¬ 
pany  has  no  yards  or  tracks  of  its  own  for  its  cars,  but  uses  those  of 
the  roads. 

Well,  the  brother-in-law  of  Sulzberger  claimed  to  own  a  controll¬ 
ing  interest  in  the  express  company.  The  stock  had  never  been  issued 
to  him,  although  he  made  the  cash  or  delivery  payments  on  the  ex¬ 
press  cars,  and  also  paid  the  subsequent  installments  of  the  purchase 
money  as  they  fell  due.  The  testimony  indicated  that  Sulzberger 
might  have  furnished  Weil  the  necessary  money.  The  cars  of  the 
express  company  were  not  used  for  the  accommodation  of  shippers 
generally,  but  only  for  those  whose  names  were  furnished  to  B.  A. 
liegeman,  jr.,  and  although  ostensibly  open  to  all,  practically  they 
were  withheld  from  shippers  in  general,  limiting  their  use  to  a  few. 
Ninety  per  cent,  or  substantially  all  the  business  done  by  the  express 
cars  is  that  of  Schwarzchild  &  Sulzberger  and  shippers  in  their  cars 
at  Forty-fifth  street,  East  River. 

Conclusion  of  the  C ommission. — The  Lackawanna  Live  Stock  Ex¬ 
press  Company  was  an  independent  company  or  corporation  only  in 
name;  it  was  in  fact  owned  and  controlled  by  Weil  &  Sulzberger,  of 
Schwarzchild  &  Sulzberger.  By  the  aid  and  cooperation  of  the  rail¬ 
road,  defendants  had  operated  in  the  interest  of  Schwarzchild  & 
Sulzberger.  It  is  a  device  on  the  part  of  Schwarzchild  &.  Sulzberger 
to  evade  the  act  to  regulate  commerce  by  giving  an  undue  and  unrea¬ 
sonable  preference  to  Schwarzchild  &  Sulzberger  and  consignees  in 
their  care.  The  express  company,  being  practically  Schwarzchild  & 
Sulzberger,  a  contract  between  the  railroads  and  Schwarzchild  & 
Sulzberger,  made  in  1888,  is  in  effect  a  contract  between  the  railroads 
and  the  express  company  and  is  in  furtherance  of  the  mutual  design 
of  the  roads  and  Schwarzchild  &  Sulzberger  to  evade  the  law.  The 
conditions  under  which  car  mileage  was  allowed  the  express  company 
cars  constituted  an  unlawful  preference. 

If  it  be  incumbent  upon  common  carriers  of  live  stock  under  certain 
circumstances  to  furnish  yardage,  it  is  certainly  not  after  delivery 
to  consignee  on  his  own  dock  and  in  his  own  yards.  Yardage  allowed 
to  Schwarzchild  &  Sulzberger  of  3^  cents  per  hundred  pounds  on 
their  shipments  of  cattle  was  a  reduction  or  rebate  from  their  regular 
tariff  rate.  The  lighterage  allowance,  because  of  the  packet  condi¬ 
tions  in  New  York  Harbor,  is  not  in  this  case  condemned. 

Disposition  of  case. — Ordered  that  the  respondent  carriers  desist 
from  giving  unlawful  preference  and  advantage  to  the  firm  of 
Schwarzchild  &  Sulzberger  or  their  successors  in  the  transportation 
of  live  stock  to  New  York  City  by  the  payment  of  car  mileage  for  the 
use  of  the  Lackawanna  Live  Stock  Express  Company  cars  or  by  the 
payment  of  yardage  of  Schwarzchild  &  Sulzberger  for  the  cattle 
transported  for  them.  The  United  States  circuit  court,  in  an  inde¬ 
pendent  suit,  ordered  Shamberg  not  to  interfere  with  the  operation 
of  the  contracts.  No  request  was  made  to  enforce  the  order  of  the 
Interstate  Commerce  Commission. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


729 


Docket  No.  751. 

Complaint, — Investigation  ordered  by  Commission,  on  its  own 
motion,  on  receipt  of  complaints  alleging  that  the  respondent  roads 
had  entered  into  contracts  with  the  Armour  Car  Lines,  whereby  re¬ 
frigerator  cars  owned  or  controlled  by  said  Armour  Car  Lines  were 
used  exclusively  by  the  said  railroads  in  the  transportation  of  fruit 
shipments  originating  on  their  lines,  and  that  certain  icing  or  re¬ 
frigeration  charges  fixed  by  the  Armour  Car  Lines  were  applied  upon 
shipments  of  fruit  carried  in  such  cars,  which  were  greatly  in  excess 
of*  the  charges  for  refrigerating  other  cars  used  by  the  said  railroads. 

Facts. — The  respondent  railroad  companies  entered  into  a  con¬ 
tract  with  the  Armour  Car  Lines  by  which  the  railroad  companies 
were  to  be  furnished  with  refrigerator  cars  for  use  in  the  transporta¬ 
tion  of  fruit  from  points  in  Michigan  to  any  point  of  destination,  the 
car  lines  to  assume  all  charge  and  liability  in  respect  of  icing,  while 
the  railroad  companies  upon  their  part  agreed  to  pay  the  car-line 
company  three-fourths  of  a  cent  per  mile  for  the  entire  distance 
which  the  car  moved  over  their  lines,  and  not  to  permit  the  use  of  any 
other  cars  than  those  of  the  car-line  company  for  the  shipments  of 
fruits  under  refrigeration.  Before  these  contracts  were  made  railroad 
companies  had  furnished  refrigeration  without  any  charge  over  and 
above  the  freight  rate,  and  they  subsequently  made  a  charge  for  re¬ 
frigeration  substantially  equal  to  the  cost  of  the  icing.  Under  the 
contracts  the  car-line  company  exacts  a  charge  for  the  refrigeration 
service  which  greatly  exceeds  that  formerly  made  to  cover  the  cost  of 
icing  by  railroad  companies  and  ranges  from  50  to  150  per  cent  above 
that  made  prior  to  the  contracts  by  the  car-line  company.  An  ex¬ 
ample  given,  which  is  u  fairly  illustrative,”  is  as  follows :  The  rate  on 
peaches  from  Grand  Rapids  to  Boston  is  79  cents  per  100  pounds, 
with  a  minimum  of  20,000  pounds.  Previous  to  1900  this  included 
the  cost  of  refrigeration,  so  that  a  carload  of  peaches  could  be  shipped 
from  Grand  Rapids  to  Boston  for  $158.  Subsequently  the  cost  of  the 
ice  was  charged  in  addition  to  the  rate,  and  this  seems  to  have  aver¬ 
aged  not  far  from  $20  per  car,  making  a  total  of  $178  per  car.  At 
the  time  of  the  investigation  the  Armour  Car  Line’s  refrigerator 
charge  was  $55,  making  the  total  cost  of  transportation  $213,  an  in¬ 
crease  of  $55  per  car,  or  more  than  33^  per  cent  over  the  rate  in  effect 
four  or  five  years  preceding. 

Conclusion  of  the  C ommission. — It  is  the  duty  of  respondent  rail¬ 
road  companies  to  furnish  refrigerator  cars  for  the  transportation 
of  fruits  from  points  in  Michigan.  While  it  is  possible  that  these 
carriers  might  at  the  outset  have  legally  declined  to  provide  this 
special  kind  of  equipment,  they  ought  not  to  be  permitted  to  do  so  at 
this  time.  But  this  duty  arises  out  of  their  common-law  liability, 
does  not  come  under  the  act  to  regulate  commerce  or  under  the  juris¬ 
diction  of  the  Commission,  and  redress  for  failure  to  fulfill  it  must  be 
sought  in  the  courts. 

The  respondent  railroads  may  provide  such  cars  either  by  pur¬ 
chase  on  their  own  account  or  by  lease  from  other  roads,  but  if  the 
latter  plan  is  adopted  they  may  undoubtedly  enter  into  exclusive  con¬ 
tracts  with  a  car-line  company  for  the  same. 

While  it  is  more  doubtful  whether  a  carrier  is  legally  compellable 
to  furnish  ice  for  refrigeration  of  some  cars,  in  the  opinion  of  the 


730 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Commission  he  should  be ;  but  “  while  the  carrier  may  be  under  no 
obligation  to  furnish  ice,  if  he  does  furnish  it  and  does  prohibit  the 
shipper  from  returning  it  from  any  other  source  the  price  must  be 
reasonable,  and  that  price  is  a  part  of  the  total  charge  of  the  trans¬ 
portation  service  afforded  by  the  carrier.” 

The  railroad  companies  by  making  these  exclusive  contracts  in 
effect  impose  upon  shippers  exorbitant  prices  for  the  transportation 
of  Michigan  fruits  to  markets  in  other  States  in  violation  of  section  1 
of  the  act  to  regulate  commerce,  but  in  consideration  of  the  more 
complete  service  afforded  by  the  car-line  company  the  charges  for 
refrfgeration  might  properly  be  somewhat  increased  over  the  actual 
cost  of  the  ice. 

Disposition  of  case. — Further  action  withheld  until  October  1  to 
allow  readjustment  of  charges  by  the  respondent  carriers. 

Docket  No.  310. 

Complaint. — That  defendants  are  guilty  of  unjust  discrimination 
against  complainants  in  the  carriage  of  cattle  from  Chicago  to  New 
York  by  giving  rebates  to  the  Eastman  Company,  Limited,  and 
Joseph  Stern,  concessions  being  in  the  form  of  car  mileage  and  de¬ 
duction  of  yardage  charges. 

Disposition  of  case. — No  hearing.  Application  of  complainant  to 
withdraw  complaint  filed. 

v. 

Docket  No.  410. 

Complaint. — That  defendants  charge  an  arbitrary  and  extortion¬ 
ate  rate  of  74  cents  per  100  pounds  more  than  the  published  race  on 
fruit  and  vegetables  when  the  same  are  shipped  in  refrigerator  cars 
from  points  between  Matoon  and  Panna  to  Villa  Ridge,  inclusive, 
to  points  on  defendant’s  lines  or  connecting  roads,  while  such  extra 
charge  is  not  made  on  similar  traffic  shipped  from  points  on  defend¬ 
ant’s  road  north  of  Pana  or  Matoon  or  from  Mounds,  Mound  City, 
and  Cairo. 

Disposition  of  case. — Stipulation  by  parties  to  have  complaint  dis¬ 
missed  was  filed,  and  on  July  11,  1895,  order  of  dismissal  was  entered. 

Complaint. — General  investigation  in  the  matter  of  underbilling 
conducted  by  the  Commission  at  New  York  City,  Buffalo,  Detroit, 
Chicago,  Omaha,  Lincoln,  and  Washington  in  March,  1888. 

Facts. — It  is  found,  as  a  matter  of  fact,  that  an  immense  amount 
of  traffic  has  been  carried  by  the  railroads  of  the  country  during  the 
last  six  months,  and  to  some  extent  during  the  entire  period  since 
the  passage  of  the  act  to  regulate  commerce,  the  tonnage  or  weight 
of  which  was  underbilled.  This  practice  has  not  been  confined  to 
any  particular  road  or  group  of  roads,  but  has  been  generallv  preva¬ 
lent.  It  is  unequivocally  condemned  by  every  railroad  officer  and 
traffic  manager  whom  the  Commission  has  approached,  though  the 
facts  are  such  that  they  would  seem  to  be  not  entirely  without  fault 
in  the  matter.  The  general  fact  is  apparent  that  railroad  managers 
are  reluctant  to  move  individually  in  putting  an  end  to  discrimina¬ 
tions  of  this  kind.  They  have  shut  their  eyes  to  the  wrong  involved 
until  such  time  as  concerted  action  might  be  had. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


731 


Among  the  conditions  specifically  found  were  the  following :  Sixty- 
one  cars  from  the  Michigan  Central  Railroad  were  weighed  at  Black 
Rock  February  1  to  18,  1888.  Of  these  the  billing  of  57  cars  was 
short,  in  all,  273,350  pounds,  and  4  cars  were  overbilled,  in  all,  4,100 
pounds.  One  hundred  and  thirty-five  cars  from  the  same  road  were 
weighed  at  Suspension  Bridge  January  23  to  February  15,  1888.  Of 
these  the  billing  of  129  cars  was  short,  in  all,  536,545  pounds,  and  that . 
of  6  cars  was  over,  in  all,  7,290  pounds.  The  shortage  on  11  cars 
exceeded  10,000  pounds  per  car.  Forty  cars  from  the  New  York 
Central  and  Hudson  River  Railroad,  west  bound,  were' weighed  at 
Suspension  Bridge  February  6  to  13,  1888,  and  were  found  short,  in 
all,  109,280  pounds,  or  8  per  cent  of  the  total  weight  as  waybilled. 
In  examining  the  schedules  in  detail  a  large  number  of  grain  ship¬ 
ments  from  Toledo  were  observed.  Some  50  carloads  of  grain  were 
shipped  from  Toledo  to  various  points,  of  which  the  average  under¬ 
billing  was  12,000  pounds  per  car,  considerably  more  than  25  per 
cent  of  the  actual  weight. 

Contents  of  car  No.  10704  (containing  middlings)  from  the  Wis¬ 
consin  division  of  the  Chicago  and  Northwestern  Railroad  were  sold 
on  the  floor  of  the  Chicago  Board  of  Trade  in  February  last.  The 
car  had  been  billed  as  containing  21,000  pounds,  freight  prepaid. 
When  the  middlings  were  transferred  east  to  a  Nickel  Plate  car  and 
reweighed  it  was  found  that  the  car  contained  45,500  pounds.  This 
car  was  weighed  a  second  time  with  the  same  result.  It  had  been 
underbilled  23,900  pounds. 

Underbilling  is  not  confined  to  shipments  of  grain.  Anothef  in¬ 
dustry  quite  disastrously  affected  is  the  packing  business.  Under¬ 
billing  is  also  practiced  to  a  considerable  extent  in  the  shipment  of 
merchandise  in  small  lots.  This  frequently  takes  the  form  of  false 
classification — for  instance,  the  article  named  as  tanner’s  bark  by 
consignor,  falling  in  the  third  class,  was  found  upon  examination  to 
be  sassafras  root,  in  the  first  class;  dried  fruit,  falling  in  the  fourth 
class,  to  be  groceries,  falling  in  the  second  class;  burlaps,  falling  in 
the  fourth  class,  to  be  cotton  bags,  falling  in  the  first  class;  earth 
paint,  falling  in  the  fourth  class,  to  be  drugs,  falling  in  the  first 
class. 

Conclusion  of  the  Commission. — Underbilling  is  a  device  by  which 
the  shipper  pays  for  the  transportation  of  a  less  quantity  of  freight 
than  is  actually  carried,  and  thereby  obtains  a  reduced  rate  upon  the 
gross  shipment.  It  is  forbidden  by  the  act  to  regulate  commerce. 
Unjust  discrimination  results  from  underbilling  in  that  the  favored 
shipper  pays  a  less  sum  than  is  charged  to  others  for  the  same  service, 
common  carriers  being  bound  to  exact  equality  in  their  service  to  the 
public. 

Disposition  of  case. — No  order. 

Docket  No.  122. 

Complaint. — That  defendants  by  underbilling  have  charged  and 
received  less  compensation  for  the  transportation  of  grain  and  feed 
from  points  in  Ohio,  Indiana,  and  Illinois  to  the  city  of  Philadelphia 
than  was  specified  in  the  published  schedule  of  rates  and  charges 
then  in  force,  thereby  giving  unreasonable  preference  and  advantage 


732 


DIGEST  OF  HEARINGS  OIST  RAILWAY  RATES. 


to  the  owner  of  such  grain  and  feed  and  subjecting  other  traders  in 
same  commodities  to  undue  prejudice  and  disadvantage. 

Disposition  of  case. — On  May  7,  1888,  complainant’s  application 
for  indefinite  postponement  was  filed,  and  on  the  same  day  the  hear¬ 
ing  was  indefinitely  postponed. 

Docket  No.  123. 

Complaint. — That  defendants  by  underbilling  charged  and  received 
a  less  compensation  for  the  transportation  of  grain  and  feed  from 
points  in  Ohio,  Indiana,  and  Illinois  to  the  city  of  Philadelphia  than 
was  specified  in  the  published  schedules  of  rates  and  charges  then  in 
force,  thereby  giving  unreasonable  preference  to  the  owners  of  such 
grain  and  feed  and  subjecting  other  traders  in  said  commodities  to 
undue  prejudice. 

Disposition  of  case. — On  May  7,  1888,  the  complainant’s  applica¬ 
tion  for  indefinite  postponement  was  filed,  and  on  the  same  day  the 
hearing  was  indefinitely  postponed. 

Docket  No.  124. 

Complaint. — That  defendants  by  underbilling  charged  and  received 
a  less  compensation  for  the  transportation  of  grain  and  feed  from 
points  in  Ohio,  Indiana,  and  Illinois  to  the  city  of  Philadelphia  than 
was  specified  in  the  published  schedules  of  rates  then  in  force,  thereby 
giving  unreasonable  preference  to  the  owners  of  such  grain  and  feed, 
and  subjecting  other  traders  in  said  commodities  to  undue  prejudice. 

Disposition  of  case. — On  May  7,  1888,  the  complainant’s  applica¬ 
tion  for  indefinite  postponement  was  filed,  and  on  the  same  day  the 
hearing  was  indefinitely  postponed. 

Docket  No.  125. 

Complaint. — That  defendants  by  underbilling  charged  and  received 
a  less  compensation  for  the  transportation  of  grain  and  feed  from 
points  in  Ohio,  Indiana,  and  Illinois  to  the  city  of  Philadelphia  than 
was  specified  in  the  published  schedules  of  rates  and  charges  then 
in  force,  thereby  giving  unreasonable  preference  to  the  owners  of  such 
grain  and  feed,  and  subjecting  other  traders  in  said  commodities  to 
undue  prejudice. 

Disposition  of  case. — On  May  7, 1888,  complainant’s  application  for 
indefinite  postponement  was  filed,  and  on  the  same  day  the  hearing 
was  indefinitely  postponed. 

Docket  No.  523. 

C omplaint. — Complaint  of  irregularities  in  the  transportation  of 
petroleum  and  its  products  from  East  Boston  to  Newport,  such  ir¬ 
regularities  consisting  in  underbilling  in  transportation  at  less  than 
the  tariff  rate. 

Disposition  of  case. — Hearing  at  Boston,  March  12,  1898,  this  being 
the  last  entry  in  docket. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


733 


Docket  No.  587. 

Complaint. — Order  of  Commission  that  a  proceeding  of  investiga¬ 
tion,  in  regard  to  underbilling  and  misrepresentation  of  freight 
articles  delivered  by  shippers  for  transportation,  be  instituted. 

Disposition  of  case. — Hearings  in  this  case  were  had  at  New  York, 
November  14,  1900;  Chicago,  November  22,  1900;  New  York,  De¬ 
cember  21,  1900;  Philadelphia,  April  4,  1901,  the  record  of  the  last- 
named  hearing  constituting  the  last  entry  in  the  docket. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  the  subject  of  dis¬ 
crimination  by  means  of  false  billing  and  underbilling:  False  billing, 
1711;  false  billing,  mixed  carload,  1800;  improper  manifesting, 
1171;  misrepresentation  of  character  of  freight,  1724;  false  billing 
and  false  classification,  323,  1084,  1748;  underbilling,  72,  1598,  214t, 
'2537,  2937. 

Docket  No.  242. 

Complaint. — That  complainant  is  discriminated  against  in  the  clas¬ 
sification  of  soap  in  this,  that  his  soap,  which  is  described  as  toilet 
soap,  is  therefore  and  for  that  reason  placed  in  the  second  class, 
whereas  his  soap  is  not  superior  to  common  or  laundry  soap,  which  is 
placed  in  the  fourth  class. 

Facts. — Complainant  was  a  manufacturer  of  soap,  which  he  adver¬ 
tised  extensively  as  suitable  for  toilet  purposes.  Evidence  was  given 
tending  to  show  that  such  soap  was  of  substantially  the  same  quality, 
market  value,  and  selling  price  as  common  or  laundry  soap,  which 
was  not  put  in  the  market  as  toilet  soap.  Complainant’s  soap  was 
put  in  the  second  class,  common  or  laundry  soap  in  the  fourth  class. 
It  was  said  upon  the  hearing  that  the  trade  name  of  the  complainant’s 
soap — “American  Castile  soap,”  which  is  a  soap  intended  for  toilet 
purposes — was  essential  to  the  selling  of  the  product,  and  that  it  must 
be  sold  as  a  toilet  soap.  Both  manufacturers  and  the  railroads  found 
themselves  unable  to  adjust  the  difficulty  and  sought  the  assistance  of 
the  Commission  to  that  end. 

Conclusion  of  the  Commission. — A  matter  so  extensive  and  difficult 
as  classification  of  freights  must  be  mainly  governed  by  general  rules. 
This  is  indispensable  to  any  system  of  classification,  the  alternative 
being  a  rate  for  every  commodity  separately.  The  Commission  is 
unable  to  see  how  it  can  properly  or  justly  require  carriers  to  analyze 
freight  offered  to  them  to  ascertain  its  quality  and  actual  value  when 
those  are  claimed  to  differ  from  its  trade  designation  and  the  price 
paid  by  the  consumer.  Such  a  rule  would  be  entirely  impracticable. 
“  When  a  manufacturer  described  his  article  to  the  public  for  the  pur¬ 
pose  of  making  a  market  for  it,  he  ought  to  so  describe  it  for  the 
purpose  of  carriage,  and  it  seems  as  reasonable  that  the  carrier  should 
have  the  right  to  accept  the  manufacturer’s  representation  concerning 
his  product  as  that  the  public  should  be  influenced  by  it  in  the  pur¬ 
chase  of  the  article.” 

Disposition  of  case. — Complaint  dismissed. 


734 


DIGEST  OF  HEARINGS  ON  KAILWAY  KATES. 


Docket  Nos.  184.  185,  194. 

Complaint. — Discrimination  in  rates  charged  in  transportation  of 
refined  oil  and  other  products  of  petroleum.  This  was  the  chief 
subject-matter  of  the  case:  That  the  defendants  failed  and  refused 
to  furnish  tank  cars  to  complainant;  that  the  modes  adopted  by  the 
defendant  of  estimating  the  weight  and  quality  of  oil  in  barrels  and 
oil  in  tanks,  respectively,  for  the  purpose  of  fixing  the  freight  charges 
thereon  effected  an  unjust  discrimination  against  oil  carried  in  barrels 
and  in  favor  of  oil  carried  in  tanks. 

Facts. — Facts  concerning  complainant’s  complaint  of  refusal  to 
furnish  tank  cars  were  not  considered,  because  of  the  Commission’s 
inability  to  compel  carriers  subject  to  its  jurisdiction  to  provide  any 
particular  kind  of  cars  or  other  special  equipment.  The  weight  per 
gallon  of  petroleum  and  its  products  ranges  from  5f  pounds  of  naph¬ 
tha  to  7-J  pounds  for  lubricating  oil.  All  these  commodities  when 
shipped  in  tank  cars  are  estimated  by  the  defendant  at  6.3  pounds  per 
gallon,  which  they  claim  to  be  their  actual  average  weight,  but  inas¬ 
much  as  an  equal  amount  of  each  product  is  not  shipped,  but  there  is 
a  very  large  excess  of  refined  oil  over  all  others  combined,  the  wTeight 
of  which  is  not  less  than  6.5  pounds  per  gallon,  the  estimate  is  clearly 
below  the  actual  weight  of  the  merchandise  carried.  When  shipment 
is  made  in  barrels,  the  defendants  estimate  the  total  weight  of  oil  in 
barrels  at  400  pounds.  The  average  capacity  of  an  oil  barrel  is*  50 
gallons;  its  weight,  filled  with  refined  petroleum,  400  to  410  pounds. 
The  weight  of  complainant’s  refined  oil  is  6.7  pounds  per  gallon,  and 
of  his  barrel  70  pounds,  or  a  total  of  405  pounds.  Under  this  method 
of  estimating  rates,  the  shipper  of  the  tank  cars  can  send  refined  oil  at 
less  total  cost  for  the  same  rate  of  freight  than  the  shipper  in  barrels 
between  the  same  points.  Under  a  state  of  facts  which  would  put  the 
barrel  shipper  most  nearly  on  equal  terms  with  the  tank  shipper,  the 
tank  shipper  would  get  an  advantage  which  would  amount  to  $1.41 
per  car.  Under  a  state  of  facts  where  the  barrel  shipper  would  be  on 
the  least  equal  terms  with  the  tank  shipper,  the  advantage  of  the  tank 
shipper  would  amount  to  $13.33  per  car.  The  facts  upon  which  these 
estimates  are  made  are  those  actually  possible  under  the  variations 
that  arise  in  the  application  of  the  constructive  or  hypothetical 
weights  employed. 

Defendants  require  a  tank  carload  to  be  the  full  capacity  of  the 
tank,  but  permit  it  to  be  billed  “  at  not  more  than  42  gallons  less 
than  the  actual  capacity  of  the  tank.”  This  allowance  of  42  gallons 
per  car  is  mainly  on  account  of  leakage  and  evaporation.  No  allow¬ 
ance  is  made  for  leakage  and  evaporation  for  shipments  in  barrels,, 
although  the  average  leakage  from  a  barrel  of  refined  oil  is  about 
one-half  gallon.  Tank  cars  can  not  with  safety  be  entirely  filled  with 
oil  in  a  condensed  state  and  tightly  covered,  on  account  of  danger  of 
explosion  from  expansion  of  the  oil.  Barrels  can  not  be  completely 
filled  with  such  oil  for  the  same  reason. 

Conclusion  of  the  C ommission. — The  defendant,  in  adopting  its 
system  of  estimating  weights,  has  been  guilty  of  discrimination, 
which,  while  not  flagrant,  is  .actual  and  material,  “  so  far  as  this 
method  enables  the  tank  shipper  to  secure  the  carriage  of  more 
pounds  of  freight  for  the  same  money  than  the  shipper  in  barrels, 
which  subjects  the  latter  to  undue  and  unlawful  prejudice.”  “  In 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


735- 


any  case  where  actual  weights  can  not  be  ascertained  without  need¬ 
less  inconvenience  there  is  no  serious  objection  to  the  use  of  estimated 
or  constructive  weights,  provided  the  method  of  estimation  works 
no  inequality  in  its  practical  application  to  competing  modes  of  con¬ 
veyance.’'  The  practice  of  allowing  the  tank  shipper  an  arbitrary 
reduction  of  42  gallons  per  tank  is  wholly  indefensible.  “  It  is  a  pro¬ 
voking  discrimination  for  which  no  rational  excuse  is  suggested  by 
defendant.”  The  losses  from  leakage  and  evaporation  are  not  less 
proportionately  when  the  shipment  is  made  in  barrels,  and  to  make  a 
fixed  deduction  from  the  assumed  weight  of  oil  contained  in  a  tank 
is  “  equivalent  to  a  cash  rebate  to  its  owner.” 

Disposition  of  case. — Defendants  directed  to  base  their  charges  on- 
petroleum  products  upon  the  actual  weight  of  shipments,  whether  in 
tanks  or  barrels,  “  and  for  all  cases  where  actual  weights  can  not  be 
ascertained  without  great  inconvenience,  they  are  directed,  on  notice 
of  this  decision,  to  adopt  and  employ  such  rule  or  method  of  esti¬ 
mating  weights  as  shall  practically  operate  to  secure  to  the  shipper 
in  barrels  for  the  same  aggregate  sum  as  may  be  paid  by  the  shipper 
in  tanks  in  any  case  the  transportation  between  the  same  points  of  an 
equal  amount  or  weight  of  freight  paid  for.”  Case  held  open  for 
further  and  more  specific  direction  in  respect  to  the  relative  weights,, 
and  the  order  declared  not  to  be  understood  to  authorize  charges  on 
barrels  when  tanks  were  carried  free,  that  question  being  expressly 
reserved  for  further  consideration.  Defendants  engaged  in  allowing 
tank  shippers  an  arbitrary  reduction  of  42  gallons  per  car  for  alleged 
leakage  and  evaporation  required  to  cease  and  desist  from  such  prac¬ 
tice  and  thereafter  to  make  no  deduction  of  that  character  to  ship¬ 
pers  in  tanks  unless  a  corresponding  concession  is  made  to  shippers 
in  barrels. 

Docket  No.  573. 

Complaint. — Challenging  the  legality  of  the  change  made  by  de¬ 
fendants  on  January  1,  1900,  in  the  classification  of  common  or  laun¬ 
dry  soap  from  sixth  to  fifth  class  in  carloads,  and  from  fourth  to 
third  class  in  less  than  carloads.  The  case  incidentally  involves  the 
question  of  unjust  discrimination  in  permitting  certain  shippers  to 
bill  at  net  weights,  while  others  are  required  to  bill  at  the  full  weight 
of  the  package  and  its  contents. 

Facts. — The  facts  directly  evoked  are  not  pertinent  to  the  subject 
of  discrimination  outside  of  the  published  tariffs.  However,  it  ap¬ 
peared  incidentally  in  a  preceding  case  that  prior  to  May,  1889, 
manufacturers  of  soap  in  the  Central  West  very  largely  indulged  in 
the  practice  of  shipping  at  net  weights,  while  manufacturers  in  the 
East  generally  shipped,  during  that  period,  at  gross  weight.  This 
case  brings  out  the  fact  that  the  pratice  was  not  so  widespread  as 
believed. 

Conclusion  of  the  Commission. — “Although  the  fact  that  most 
shippers  of  a  given  article  in  part  of  a  described  territory  were  per¬ 
mitted  to  secure  reduced  rates  by  billing  at  net  weight,  while  many 
others  shippers  of  the  same  article  in  another  portion  of  that  terri¬ 
tory  paid  higher  rates  through  billing  at  the  full  weight  of  the  pack¬ 
age  and  its  contents,  is  ample  warrant  for  an  order  requiring  the  car¬ 
rier  to  remove  the  unjust  discrimination  as  between  such  shippers  by~ 


736 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


discontinuing  the  practice  of  shipping  at  net  weights  in  any  part  of 
the  territory,  yet  on  the  other  hand,  unless  the  net  weight  practice  was 
prevalent  throughout  substantially  the  whole  territory  affected,  and 
either  authorized  by  carriers  generally  in  that  territory  or  so  well 
known  from  constant  and  general  application  as  to  receive  implied 
sanction,  it  would  not  of  itself  constitute  sufficient  ground  for  an 
order  requiring  a  reduction  in  rates  when  all  the  carriers  applied 
their  established  charges  on  the  basis  of  gross  weights.  We  think 
this  is  the  proper  view  to  take  of  the  net-weight  practices,  and  that 
it  is  the  one  which  would  have  been  taken  by  the  Commission  in 
1890  if  all  the  facts  concerning  the  practice  had  been  brought  out  in 
the  cases  then  decided.  In  the  light  of  the  testimony  now  before  us 
the  former  decision,  based  as  it  appears  to  have  been  mainly  upon  the 
net- weight  practice,  should  not  control  the  determination  of  the  case.” 

Disposition  of  case. — Order  affecting  rates  issued. 

Docket  No.  585. 

Complaint. — That  on  March  21,  1900,  complainant  tendered  defend¬ 
ants  a  carload  of  potatoes  with  shipping  directions  and  instructions 
showing  actual  weight;  that  defendants  refused  to  bill  at  actual 
weight  and  neglected  to  follow  instructions  given  and  also  refused 
to  give  receipt  or  bill  of  lading,  but  took  the  shipment  against  the 
protest  of  complainant,  and  that  the  carrier  raised  the  weight,  thereby 
raising  the  rate,  and  refused  to  investigate  claim  for  overcharge  with¬ 
out  surrender  of  complainant’s  proofs  and  vouchers  for  overcharge. 

Disposition  of  case. — Hearing  was  had  in  this  case  at  Chicago,  Ill., 
November  19-20,  1900.  On  March  6,  1903,  an  order  was  entered 
postponing  the  case  indefinitely,  the  reason  for  postponement  not 
being  given  in  the  order  and  not  appearing  in  the  correspondence. 

Docket  No.  133. 

Complaint. — Unjust  discrimination  by  construction  of  a  classifi¬ 
cation. 

Facts. — Complainant  is  a  manufacturer  of  hub  blocks  at  Ash¬ 
tabula,  Ohio.  Previous  to  1887  he  was  in  the  same  business  at 
another  place  and  on  the  line  of  another  road.  With  a  view  to  re¬ 
moval  to  Ashtabula,  he  opened  correspondence  with  the  general 
freight  office  of  the  defendant  company  to  ascertain  the  freight 
charges  on  his  products.  In  the  correspondence  the  term  “  hub 
blocks  ”  and  “  hub  blocks  in  the  rough  ”  were  made  use  of,  and  reg¬ 
ular  rates  on  articles  in  the  sixth  class  were  quoted  to  complainant. 
Relying  upon  sixth-class  rates  he  claims  he  located  at  Ashtabula. 
Complainant  made  several  shipments  over  defendant’s  road,  but  in 
each  case  the  assignment  was  billed  as  fifth-class  merchandise. 

Defense  claimed  that  the  hub  blocks  belong  with  “  wagon  mate¬ 
rial,  unfinished,”  because  the  manufacture  has  been  commenced;  but 
it  is  conceded  that  there  is  a  stage  in  which  wood  is  not  classified 
as  “  wagon  material,  unfinished  ”  although  it  is  destined  for  the 
making  of  wagons  and  though  something  has  already  been  done  upon 
it  in  the  way  of  preparation. 

Conclusion  of  the  Commission. — The  hub  blocks  are  the  unseasoned 
raw  material  on  the  way  to  the  hands  of  the  manufacturer.  They 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


737 


must  be  considered  as  property  classed  with  lumber  and  not  as 
classed  by  defendant’s  agents.  It  was  claimed  by  complainant  that 
the  assurances  of  the  defendant  that  hub  blocks  would  be  placed 
in  the  sixth  class  established  equities  in  his  favor.  The  Commission 
said :  44  The  official  classification  must  have  the  same  construction  in 
favor  of  all  other  persons  as  is  given  in  favor  of  complainants;  no 
assurances  to  him,  however  honestly  made  or  honestly  relied  upon, 
can  entitle  him  to  special  rates.'’ 

Disposition  of  case. — Order  that  complaint  be  sustained  and  that 
in  any  future  consignments  over  its  road  the  defendant  must  conform 
to  classification  above  prescribed.  Order  complied  with. 

Docket  No.  220. 

Complaint. — Complaint  that  defendant  wrongfully  refused  to 
transfer  freight  cars  over  its  own  tracks  in  the  city  of  New  Albany, 
Ind.,  from  the  terminus  of  the  Louisville,  Evansville  and  St.  Louis 
Consolidated  Railroad  to  the  tracks  of  the  Louisville,  New  Albany 
and  Chicago  Railway  to  be  hauled  by  that  company  over  the  Ken¬ 
tucky  and  Indiana  bridge  into  Kentucky. 

Facts. — The  complainant  was  a  distiller  operating  his  distillery  , 
near  the  city  of  Louisville,  in  Kentucky.  The  portion  of  road  over 
which  the  complainant  sought  to  enforce  service  lay  wholly  in  one 
State  and  was  part  of  a  road  engaged  in  interstate  commerce.  The 
service  desired  was  the  forwarding  of  carloads  of  interstate  freight 
from  a  terminus  of  the  road,  by  which  it  was  brought  to  New  Albany 
over  respondent’s  road  for  about  a  mile  to  another  road,  to  be  carried 
by  the  latter  into  Kentucky,  the  respondent  having  a  track  connection 
with  both  the  other  roads.  The  several  lines  or  roads  were  owned 
and  operated  separately  and  were  not  under  any  common  control, 
management,  or  arrangement  for  the  continuous  carriage  or  shipment 
of  interstate  commerce.  Prior  to  May  1,  1889,  the  respondent  had 
received  and  delivered  two  several  shipments  of  grain  consigned  to 
complainant  at  Louisville  in  the  manner  requested,  but  with  an  ex¬ 
press  stipulation  that  it  should  not  thereby  establish  any  precedent 
for  its  future  action.  With  such  exceptions  respondent  had  never 
made  the  haul  or  delivery  requested.  Respondent  had  never  estab¬ 
lished  and  had  refused  to  establish  any  other  route  or  rate  to  Louis¬ 
ville  or  other  points  south  on  freight  received  from  the  Louisville, 
Evansville  and  St.  Louis  Railway  Company,  except  over  its  own  line 
to  Louisville.  It  was  feasible  and  convenient  for  complainant’s 
freight  to  be  carried  to  Louisville  over  respondent’s  line  and  railway 
and  the  delivery  by  respondent  according  to  the  request  of  com¬ 
plainant  would  result  in  diverting  such  traffic  from  the  former’s  line 
extending  to  Louisville. 

Conclusion  of  the  C ommission. — Concluding,  in  consideration  of 
respondent’s  contention,  that  it  is  not  required  by  law  to  perform  the 
switching  service  in  question,  the  Commission  holds  that  respondent’s 
first  objection,  to  wit,  that  the  road  over  which  the  switching  service 
is  desired  is  wholly  within  the  State  of  Indiana,  and  therefore  not 
subject  to  the  provisions  of  the  act  to  regulate  commerce  in  respect  to 
this  traffic,  nor  to  the  jurisdiction  of  the  Commission,  is  untenable; 
that  the  traffic  in  question  is  interstate  traffic  and  the  transportation 
under  the  jurisdiction  of  the  Commission. 

S.  Doc.  244,  59-1 


47 


738 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


But  it  is  further  held  that,  owing  to  omissions  in  the  act.  the  order 
asked  by  complainant  can  not  be  made,  the  Commission  apparently 
being  given  no  authority  to  make  a  compulsory  order  for  through 
routes  or  through  rates  over  lines  that  physically  connect. 

Disposition  of  case . — The  Commission  not  having  the  power  under 
the  statute  to  make  the  order  asked  by  the  complainant,  the  complaint 
was  dismissed. 

Docket  No.  402. 

Complaint. — That  English  rails  are  offered  delivered  at  San  Fran¬ 
cisco,  freight,  insurance,  and  duty  included,  for  less  than  the  pub¬ 
lished  rates  from  Pueblo  to  San  Francisco,  etc. 

Facts  and  conclusions  of  the  Commission. — The  case  involves  in 
the  main  questions  of  discrimination  within  the  published  tariff. 
Incidentally,  however,  the  subject  of  routing  is  touched  upon,  and  in 
the  opinion  it  is  stated  that  the  action  of  the  carriers  in  diverting 
through  traffic  from  the  shorter  route  over  which  it  participates  in 
the  carriage,  so  as  to  secure  for  itself  a  greater  aggregate  charge 
through  the  long  haul  by  the  defendant  route,  over  which  it  is  also 
engaged  in  transportation,  sometimes  results  in  discriminations  and 
prejudices  both  as  to  rates  and  facilities.  Inequality  in  treatment  of 
shippers  and  localities,  having  no  other  justification  than  this  end,  is 
indefensible. 

Disposition  of  case. — Ordered  that  defendants  desist  from  charging 
in  the  aggregate  any  greater  compensation  than  45  cents  per  hundred 
pounds  for  the  transportation  from  Pueblo  to  San  Francisco  of 
steel  rails  and  railway  fastenings  in  carloads,  etc.,  and  that  the  case 
be  held  open  for  further  proceedings  for  such  action  as  may  appear 
necessary.  On  May  27,  1896,  application  for  rehearing  was  pre¬ 
sented  but  not  entertained. 

Docket  No.  411. 

Complaint. — That  defendant  had  refused  to  route  the  vegetables  of 
the  complainant  b}^  the  most  direct  route  to  Terre  Haute  and  Indian¬ 
apolis,  Ind. ;  Cleveland,  Ohio,  and  Pittsburg,  Pa. ;  that  the  complain¬ 
ant  in  June,  1894,  had  a  carload  of  Irish  potatoes  at  Verona  which  he 
wished  to  place  on  the  market  and  for  which  he  had  an  offer  of  an 
advance  of  $2.75  per  barrel  if  they  could  be  routed  to  Cleveland, 
Ohio,  by  the  Big  Four  route,  but  that  the  defendant  refused  to  for¬ 
ward  them  by  that  route  or  by  any  other  except  East  St.  Louis, 
whereby  complainant  was  forced  to  ship  the  potatoes  to  Cincinnati, 
Ohio,  sustaining  a  loss  of  $100. 

Facts. — On  June  7  complainant  offered  defendant  a  carload  of 
potatoes  at  Verona  and  asked  defendant  to  bill  it  to  Cleveland,  Ohio, 
by  the  Big  Four  route.  Defendant  then  had  through  billing  arrange¬ 
ments  at  that  point  with  this  road  and  might  have  billed  this  car¬ 
load.  Its  agent  at  Verona  refused  to  bill  as  requested,  and  in  conse¬ 
quence  complainant  suffered  a  loss  of  $100  upon  the  shipment. 

Conclusion. — In  this  case,  there  having  been  an  established  pub¬ 
lished  rate  from  Verona  to  Cleveland,  presumably  that  rate  and  that 
route  were  open  to  the  public,  and  when  complainant  directed  defend¬ 
ant’s  agent  to  route  his  carload  of  potatoes  that  way  it  was  the  busi¬ 
ness  of  the  agent  to  do  so.  His  failure  to  do  so  was  discrimination 


I 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES.  739 

against  the  complainant  which  amounted  to  a  violation  of  the  act  to 
regulate  commerce. 

Disposition  of  case. — Found  that  complainant  had  suffered  damages 
in  the  sum  of  $100  and  order  issued  for  the  payment  of  such  sum. 
Order  complied  with. 


INFORMAL  COMPLAINTS. 


The  following  informal  complaints  bear  upon  the  subject  of  dis¬ 
crimination  in  routing: 

Routing  discrimination  520,  549,  2708. 

Refusal  to  make  through  route  306,  454,  2957  ( ?). 

Refusal  to  accept  bill  of  lading  unless  routing  is  erased  907. 
Refusal  to  insert  route  in  waybill  382,  386,  490. 

Refusal  to  give  through  rates  1769,  2619. 

Refusal  to  issue  through  bills  of  lading  133,  418,  852,  2088. 

Refusal  to  route  as  requested  219,  1702,  1709,  1718,  3005,  3414;  as 
directed  237,  656,  777. 

Misrouting  510,  563,  536,  2463,  3219,  3342,  3465. 

General  complaints  of  routing  283,  583,  714,  935,  987,  1093,  1094, 
1126,  1139,  1646,  1649,  1768,  1969,  2054,  2168,  2187,  2344,  2633. 

Docket  No.  277. 


Complaint. — That  petitioner,  a  resident  of  Janesville,  Wis.,  retail 
dealer  in  coal  and  like  commodities,  was  denied  the  same  and  equal 
facilities  upon  traffic  by  defendants  in  that  on  September  29,  1890, 
it  gave  notice  to  complainant  that  on  and  after  such  date  it  would  not 
deliver  any  cars  consigned  to  him  unless  he  should  promise  to  pay 
demurrage,  which  might  accrue  after  ’  forty-eight  hours’  detention, 
while  imposing  no  such  condition  upon  other  consignees. 

Facts. — At  the  close  of.  the  testimony  on  the  hearing,  counsel  for 
the  complainant  made  this  statement :  “  I  do  not  think  it  necessary 
to  argue  this  case,  because  it  is  very  simple ;  it  arises  over  the  refusal 
of  Mr.  Macloon  to  agree  in  advance  as  to  what  he  would  do.  The 
company  wanted  him  to  promise,  in  advance,  to  pay  the  demurrage, 
and  he  would  not  do  that,  and  the  company  would  not  deliver  the 
cars.”  To  this  the  counsel  for  the  defendant  said:  “  I  can  not  quite 
agree  with  that  statement.  The  Commission  understands  our  posi¬ 
tion.  We  explained  that  this  man  would  not  pay  demurrage  under 
any  circumstances.  Now,  if  he  is  willing  to  pay  this,  there  is  no  con¬ 
troversy.” 

The  point  of  difference  between  complainant  and  defendant  estab¬ 
lished  by  the  testimony  was  a  claim  on  one  hand  that  complainant 
refused  to  pay  any  demurrage  under  any  circumstances,  and  on  the 
other  that  he  would  not  promise,  in  advance,  to  pay  demurrage  that 
might  be  charged,  regardless  of  Avhether  it  was  a  just  charge  or  was 
legally  enforceable  under  the  contract  of  shipment  or  rules  of  the 
car-service  association. 

Conclusion  of  the  C ommission. — A  promise  to  pay  what  was  legally 
enforcible  was  of  no  additional  value  to  the  existing  legal  obligation, 
therefore  the  complainant  would  naturally  infer  that  the  defendant’s 
representative  ay  as  seeking  a  promise  of  something  in  addition,  the 
language  of  such  representative  under  the  circumstances  apparently 


740 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


warranting  this  inference.  It  is  found  that  there  was  no  intention 
to  discriminate  against  the  complainant  or  to  exact  demurrage 
charges  that  were  unjust,  but  that  the  complainant  was  justified  in 
understanding  the  exaction  as  he  did,  and  was  therefore  warranted 
in  refusing  to  comply  therewith.  “  The  case  therefore  comes  under 
the  provisions  of  the  third  section,  which  prohibits  the  subjection  of 
any  particular  person  *  *  *  to  any  undue  or  unreasonable  prej¬ 

udice  or  disadvantage  in  any  respect  whatever.” 

Disposition  of  cose. — There  seeming  to  be  no  necessity  for  any  order 
on  the  point  of  discrimination,  and  it  appearing  that  the  matter  of 
reparation  was  likely  to  be  adjusted,  the  case  was  held  without  order, 
with  the  statement  that  if  notice  that  the  question  of  adjustment  of 
reparation  was  received  petition  would  be  dismissed.  Complaint 
dismissed. 

Docket  No.  330. 

Complaint. — That  the  complainant  is  subjected  to  unjust  discrimi¬ 
nation  in  that  the  defendant  refuses  to  deliver  uncompressed  cotton 
consigned  to  complainants  at  New  Orleans  on  the  same  terms  as  it 
delivers  such  cotton  to  other  consignees  in  that  city,  requiring  com¬ 
plainant  to  pay  freight  before  delivery  and  refusing  to  accept  a 
guaranty  of  freight  charges,  while  delivering  for  other  consignees 
without  requirements  of  such  prepayments,  accepting  the  guarantiee 
of  such  other  consignees. 

Facts. — Complainants  were  a  firm  of  commission  merchants  exten¬ 
sively  engaged  in  the  purchase  and  sale  of  cotton  in  New  Orleans, 
their  solvency  being  unquestioned.  It  was  a  general  custom  in  that 
city  for  cotton  dealers  or  “  factors  ”  to  have  uncompressed  or  “  flat  ” 
cotton  consigned  to  them  delivered  direct  by  the  railroad  to  drays  of 
the  cotton  presses,  which  they  patronized,  the  railroads  not  requiring 
the  payment  of  freight  charges  until  delivery,  providing  the  com¬ 
press  company  had  previously  executed  and  delivered  a  guaranty 
making  itself  responsible  for  such  charges.  This  method  of  facilitat¬ 
ing  the  quick  delivery  of  cotton  was  advantageous  to  all  parties  con¬ 
cerned.  The  guaranty  required  by  the  defendant  contained  the  fol¬ 
lowing  provision :  “  It  is  well  understood  that  such  freight  and 

charges  shall  be  paid  under  this  guaranty  in  full  without  delay  and 
without  waiting  for  discussion  or  settlement  of  any  claims  by  any  per¬ 
son  with  respect  to  overcharge,  damage,  bad  order,  or  any  other 
cause.”  Earlv  in  1891  the  defendant  carried  three  lots  of  flat  cotton 
to  New  Orleans,  for  which  he  presented  expense  bills  at  complainants 
place,  specifying  $18  for  4  bales  from  Hawkins  Landing  and  $85 
for  the  17  bales  from  Opah  Place,  a  total  of  $103 ;  but  there  was  a  dif¬ 
ference  between  the  bills  of  lading  and  expense  bills  of  $10.50,  or  50 
cents  per  bale.  Complainants  refused  to  pay  more  than  the  other  bills 
of  lading  called  for.  Thereupon  defendants  demanded  payment 
from  the  factor’s  press  under  the  terms  of  its  guaranty,  this  compress 
company  having  guaranteed  the  complainant’s  freight  charges.  The 
manager  of  the  press  also  refused  to  pay  charges  in  excess  of  those 
named  in  the  bills  of  lading,  but  offered  to  deposit  the  whole  amount 
claimed  until  the  matter  should  be  adjusted.  This  offer  was  de¬ 
clined  by  the  railroad  agent  and  upon  his  report  to  the  general  office 
of  the  defendant  he  was  ordered  to  cease  delivering  cotton  to  the  fac- 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


741 


tor's  press  for  complainant  or  any  other  consignee  unless  the  freight 
charges  were  paid  prior  to  delivery.  This  order  was  at  once  put  into 
effect. 

After  correspondence  with  the  railroad  companies,  the  steamer  line 
over  which  these  shipments  of  cotton  had  also  been  carried,  and 
through  whose  fault  the  overcharge  had  been  made,  refunded  such 
overcharge  to  the  defendant  and  other  railroads  concerned,  where¬ 
upon  the  Texas  and  Pacific  made  the  expense  bills  agree  with  the 
bills  of  lading,  and  presented  them  to  the  complainants.  They  were 
immediately  paid.  But  the  defendant  kept  its  order  forbidding 
delivery  to  the  factor's  press  before  payment  of  freight  in  full  force 
and  effect  with  a  few  exceptions,  which  w^ere  the  result  of  oversight. 
Facts  were  also  considered  bearing  upon  the  practice  of  billing  cot¬ 
ton  at  an  estimated  weight. 

Conclusion  of  the  Commission. — Considered  without  any  reference 
to  its  duties  as  a  common  carrier,  the  terms  of  the  guaranty  might 
entitle  the  defendant  to  immediate  payment  of  whatever  sums  it 
should  see  fit  to  demand  as  freight  charges;  but  the  provisions  of 
the  act  to  regulate  commerce  prohibit  it  from  collecting  any  excessive 
charge,  and  it  does  not  appear  how,  through  a  relinquishment  of  its 
lien  or  under  the  most  stringently  worded  guaranty,  it  can  justify 
even  a  temporary  departure  from  the  law.  The  plan  of  billing  cot¬ 
ton  at  a  proper  estimated  weight  per  bale  should  not  be  deemed  un¬ 
lawful  when  actual  weights  can  not  be  ascertained  without  great 
inconvenience  to  the  shipper  or  carrier,  and  when  charges  are 
promptly  adjusted  by  the  carrier  on  the  basis  of  actual  weights  fur¬ 
nished  by  the  consignee;  but  if  the  practice  is  used  to  veil  an  over¬ 
charge  and  prevent  or  cause  delay  in  its  payment,  the  defendant 
should  immediately  alter  its  practice.  The  imposition  of  an  over¬ 
charge  has  all  the  effects  of  unjust  discrimination  against  the  person 
from  wThom  the  payment  has  been  required,  and  when  there  is  un¬ 
necessary  delay  for  a  considerable  period  in  its  settlement  the  officers 
responsible  become  fairly  chargeable  with  willful  intention  to  violate 
the  law. 

Disposition  of  case. — Defendants  ordered  to  cease  and  desist  from 
the  unjust  discrimination  found,  and  while  continuing  “  to  deliver 
flat  or  uncompressed  cotton  in  the  city  of  New  Orleans  to  any  cot¬ 
ton  press  or  any  press  company  before  payment  of  transportation 
charges,  upon  a  guaranty  of  such  press  company  to  pay  such  charges 
on  demand  after  such  payment  has  been  refused  by  said  consignees, 
from  refusing  to  make  such  previous  delivery  of  flat  or  uncompressed 
cotton  for  complainants  or  other  consignees  to  the  Alabama  Press  or 
the  Factor’s  Press,  *  *  *  upon  a  *  *  *  sufficient  guaranty 
*  *  *  to  pay  on  demand  the  transportation  charges  *  *  * 

after  payment  thereof  has  been  demanded  by  complainant  or  other 
consignees  and  such  payment  has  been  refused;  and  said  defendant 
will  be  further  required  to  abstain  from  any  discrimination  whatso¬ 
ever  between  complainants  and  other  consignees  using  said  Alabama 
or  Factor’s  presses,  *  *  *  in  New  Orleans,  for  or  on  account  of 
amT  refusal  of  the  owners  or  managers  of  said  Alabama  or  Factor’s 
Press  to  pay  on  demand  any  sum  as  freight  charges  on  cotton  deliv¬ 
ered  to  said  presses,  or  either  of  them,  in  excess  of  such  charges  as 
may  be  legally  due  thereon  at  the  time  of  such  demand." 


742 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Docket  No.  394. 

Complaint. — Complaint  alleges  an  unjust  discrimination  by  the 
refusal  of  defendant  to  transport  materials  for  the  making  of  soap, 
bone  and  tallow,  from  Mansfield,  Mass.,  to  Providence,  R.  I.,  unless 
the  same  is  contained  in  air-tight  barrels,  which  they  do  not  require 
of  other  shippers  of  the  same  material  at  Mansfield. 

Disposition  of  case. — The  last  proceeding  according  to  record  was 
the  filing  of  motion  to  dismiss  complaint  on  January  25,  1895. 

Docket  No.  827. 

Complaint. — That  complainants  are  compelled  to  rack  at  their  own 
expense  lumber  when  loaded  on  flat  or  gondola  cars;  that  the  stakes 
and  bearing  pieces,  nails  and  wires  prescribed  by  the  rules  of  de¬ 
fendants  and  the  Master  Car  Builders’  Association  cost  about  $6  per 
car;  that  such  stakes  and  racking  being  a  part  of  the  necessary  equip¬ 
ment,  the  expense  should  be  borne  by  defendants,  as  in  the  shipments 
of  many  other  commodities,  and  that  the  wrongful  regulations  above 
set  forth  result  in  unreasonable  and  unjust  transportation  charges 
and  undue  prejudice  and  disadvantage,  in  violations  of  sections  1,  2, 
and  3  of  the  act.  Though  this  case  is  primarily  a  case  of  alleged 
discrimination  within  the  published  tariffs,  it  is  here  included  be¬ 
cause  of  the  peculiar  facts  which  it  presents,  which  are  suggestive  of 
possible  novel  avenues  for  discrimination  outside  of  the  published 
tariff. 

Disposition  of  case. — As  appears  by  the  docket,  the  case  has  not 
proceeded  beyond  the  filing  of  answers  bv  defendants,  the  last  answer 
having  been  filed  on  August  15,  1905. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  discrimination  in 
condition  of  carriage:  Prepayment  or  guarantee  of  freight,  177.  502, 
821,  1549,  2689,  3000;  requirements  that  shippers  put  consignee’s 
full  name  and  address  on  barrels,  2391,  2392,  2393;  requirement  that 
trunks  be  boxed,  287. 

Docket  No.  88. 

Complaint. — That  defendant  company  had  subjected  complainant 
to  undue  prejudice  in  not  furnishing  their  proportion  of  cars  to  coal 
companies  represented  by  complainant  ;  that  it  had  given  an  unlaw¬ 
ful  preference  to  the  coke  trade  in  the  coke  region  along  its  line  by 
refusing  to  furnish  box  cars  to  the  said  coal  companies,  and  by  fur¬ 
nishing  the  bulk  of  these  box  cars  for  the  transportation  of  coke; 
that  it  had  unlawfully  discriminated  against  the  said  coal  companies 
by  siding  up  coal  cars  or  gondolas  and  converting  them  into  cars 
suitable  for  coke  trade;  that  it  had  subjected  such  coal  companies  to 
unreasonable  prejudice  by  failing  to  compel  the  various  furnaces  and 
mills  located  along  its  line  to  unload  oil,  limestone,  and  iron  promptly 
from  their  cars. 

Facts. — The  defendant  company  by  reason  of  termination  of  the 
strike  along  its  line,  which  resulted  in  the  large  output  of  coal,  taken 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


743 


together  with  the  sudden  yielding  of  coke  and  coal  men  to  vessel 
rates,  was  called  upon  for  a  large  number  of  cars  for  coal  and  coke 
to  carry  in  about  a  month  a  body  of  business,  which,  in  the  usual 
course,  would  have  been  distributed  over  a  period  of  four  months. 
At  the  same  time  there  was  a  much  greater  demand  than  before  on 
the  defendant  lines  for  cars  to  bring  ore  from  Cleveland  and  Ashta¬ 
bula  to  Pittsburg  and  other  places.  Shipments  in  business  of  every 
other  class  during  this  time  were  very  heavy.  This  condition  began 
the  latter  part  of  September  and  continued  until  about  November  20. 
While  this  condition  of  affairs  existed  in  Pennsylvania  and  Ohio, 
along  the  line  of  the  Pittsburg  and  Lake  Erie,  there  was  what  is 
known  as  a  coal  blockade  at  Buffalo,  and  the  cars  of  the  Pittsburg 
and  Lake  Erie  carrying  coal  to  Buffalo  were  detained  on  sidings 
there  from  two  to  three  weeks  before  they  were  returned.  In  conse¬ 
quence  of  this,  stringent  orders  were  issued  by  the  chief  officer  of  the 
railroad  against  having  any  of  its  cars  loaded  for  Buffalo  from  points 
along  its  line,  the  object  being  to  provide  for  the  great  and  unprece¬ 
dented  work  before  it  in  transporting  coal  and  coke  to  Ashtabula  and 
Cleveland,  and  to  the  mines  and  rolling  mills  along  its  lines,  and  in 
bringing  the  ore  back  from  Cleveland  and  Ashtabula  to  these  points, 
as  well  as  in  keeping  its  general  merchandise  freight  moving.  Dur¬ 
ing  this  period  complainants  had  contracts  for  delivery  of  coal  from 
the  mines  they  represented  at  Buffalo.  They  were  not  furnished 
with  their  proportion  of  cars  upon  application  made  by  the.m  to  the 
Pittsburg  and  Lake  Erie  Company  for  this  purpose.  Other  facts 
were  submitted  in  support  of  the  remaining  charges  in  the  complaint. 

Conclusion  of  the  Commission. — That  the  defendant  company  in 
not  permitting  coal  cars  to  go  to  Buffalo,  on  account  of  causes  for 
which  it  was  in  no  sense  responsible,  it  then  having  more  work  than 
it  could  possibly  do  in  transporting  freights  over  its  own  line,  had  not 
Auolated  the  spirit  or  the  letter  of  the  act  to  regulate  commerce.  Un¬ 
der  circumstances  such  as  those  found  in  this  case  it  was  the  duty  of 
the  railroad  company  to  operate  its  cars  so  as  to  keep  them  as  much 
as  possible  on  its  line  and  confined  to  the  business  of  its  line.  The 
complaint  that  defendant  company  had  given  an  unlawful  prefer¬ 
ence  to  the  coke  trade  by  refusing  to  furnish  box  cars  to  the  coal  com¬ 
panies  represented  by  the  complainant  was  found  to  be  not  sustained 
by  the  evidence.  It  was  found  that  the  company  had  been  siding  up 
or  converting  into  gondolas  a  considerable  number  of  its  open  flats. 
In  this  way  the  cars  could  be  used  for  both  the  coal  trade  and  the 
coke  tradei  It  was  found  that  ever  since  navigation  closed  on  the 
lakes  about  November  20,  while  there  were  sufficient  cars  for  all  else, 
there  was  a  shortage  in  the  supply  of  cars  for  the  coke  trade,  and  it 
was  held  that  this  was  a  sufficient  reason,  if  there  were  no  other,  why 
the  company  should  prepare  additional  cars  for  the  coke  trade.  The 
fourth  or  last  ground  of  complaint,  that  the  company  had  failed  to 
compel  prompt  unloading  of  its  cars,  was  found  not  to  be  established 
by  the  evidence. 

Disposition  of  case. — Complaint  dismissed. 

Docket  No.  78. 

Complaint. — That  defendant  carriers  since  April  16,  1887,  have  re¬ 
fused  to  transport  coal  which  up  to  that  time  they  had  transported 
over  their  lines  in  the  Coal  Creek  coal  field;  that  while  so  refusing 


744 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


they  continued  to  carry  coal  for  other  miners  and  shippers;  that  in 
respect  to  the  traffic  in  coal  defendants  thus  unjustly  discriminate 
against  the  complainants. 

Facts. — Complainants,  under  the  firm  name  of  Heck  &  Petree,  were 
engaged  in  mining  and  selling  coal  in  the  Coal  Creek  coal  field  in  the 
State  of  Tennessee.  On  and  after  April  15,  1887,  the  defendant 
railroad  companies  refused  to  ship  over  their  roads  any  coal  of  this 
firm.  One  of  the  defendants  is  a  railway  corporation  chartered  by 
the  State  of  Tennessee,  owning  a  track  3  miles  long,  located  wholly 
within  the  State  of  Tennessee.  It  has  no  rolling  stock  and  has  never 
operated  its  road,  which  uses  rolling  stock  owned  by  another  railroad, 
the  latter  doing  all  the  carrying.  The  complainants  are  obliged  to 
use  the  defendant  roads  to  reach  their  market.  The  defendant  roads, 
although  separate  corporations,  are  parts  of  the  same  system  and 
under  substantially  the  same  management.  One  of  the  defendants 
owns  more  than  half  of  the  capital  stock  of  another  and  the  latter 
owns  nearly  one-half  of  the  capital  stock  and,  together  with  parties 
interested  in  its  own  road,  owns  a  controlling  interest  in  the  capital 
stock  of  the  third  defendant.  The  three  were  acting  in  concert  in 
refusing  to  carry  complainants’  coal  on  April  15,  1887,  and  thereafter. 
John  M.  Heck,  lessor  of  complainants,  was  president  of  the  railroad 
company  located  wholly  in  Tennessee  up  to  October,  1886.  The  re¬ 
fusal  to  transport  the  coal  of  the  firm  was  intended  to  force  Mr.  Heck 
to  settle  with  that  company  by  hindering  his  lessees  in  their  mining 
operations. 

Conclusion  of  the  Commission.— The  railroad  wholly  in  Tennessee 
in  construction  and  use  was  always  treated  as  a  part  of  the  continuous 
line  and  as  one  of  the  instrumentalities  bv  which  the  coal  from  its 
line  in  Tennessee  was  expected  to  reach  and  did  reach  the  markets  in 
the  other  States.  But  in  the  view  taken  of  this  case  it  is  immaterial 
whether  such  company  be  a  common  carrier  or  a  part  of  a  line  for 
continuous  carriage  to  other  States.  Whatever  else  the  road  may  not 
be,  it  is  one  of  the  many  facilities  for  shipment  to  and  over  lines  from 
complainants  to  other  lines  in  Tennessee  to  market  in  other  States. 
As  such,  it  must  be  open  and  accessible  alike  to  all  shippers  and  on 
equal  and  reasonable  terms.  The  conduct  of  the  defendants  in  refus¬ 
ing  to  receive  coal  for  interstate  transportation  when  tendered  by 
complainants  was  in  contravention  of  the  provisions  of  the  act  to 
regulate  commerce. 

Disposition  of  case. — Ordered  that  defendants  forthwith  cease 
from  such  failure  and  refusal,  and  henceforth  receive  and  forward 
coal  when  so  offered  for  transportation  upon  just,  reasonable,  and 
equal  terms. 

Docket  Nos.  51-60. 

C omplaint. — The  complaint  is  primarily  one  of  discrimination  in 
charges  for  transportation  of  petroleum  oil,  and  goes  to  discrimina¬ 
tion  in  rates  between  tank  and  barrel  shippers.  But  negatively  it 
bears  upon  the  question  of  discrimination  outside  of  the  published 
tariffs. 

Facts. — Shippers  of  oil  in  large  quantities  were  allowed  to  provide 
their  own  rolling  stock,  the  same  taking  the  form  of  tank  cars. 
The  diversities  and  peculiarities  of  traffic  are  such  that  it  is  not 
always  practicable  for  the  carrier  to  provide  the  entire  equipment. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


745 


Indeed,  the  carrier  in  these  cases  owned  almost  no  part  of  the  tank- 
car  equipment.  Defendants  made  rates  on  the  transportation  of  oil 
in  tanks  which  were  relatively  greatly  lower  than  the  rate  made  con¬ 
temporaneously  for  the  transportation  of  oil  in  barrels.  In  some 
cases  the  tank-car  shipments  were  at  car  rates  irrespective  of  quan¬ 
tity.'  Carriage  of  tank  cars  are  or  may  be  the  subject  of  negotiation, 
and  perhaps  of  different  terms  in  different  cases.  Failing  to  give 
full  information  by  publication  offers  abundant  opportunity  for  dis¬ 
crimination  by  agents — for  example,  in  the  matter  of  returning  such 
cars  empty. 

Conclusion  of  the  C  ommission. — The  conclusions  in  the  main  con¬ 
cerned  the  rate  as  between  tank  and  barrel  shipments.  The  com¬ 
plaints  are  taken  up  seriatum.  The  conclusion  in  the  last  will  serve 
to  illustrate  the  point.  The  Commission  said:  “  No  higher  charge 
ought  to  be  or  can  rightfully  be  made  by  defendant  for  the  trans¬ 
portation  by  the  hundred  pounds  of  such  oil  in  barrels,  including  the 
barrels,  than  is  or  shall  be  contemporaneously  made  for  the  trans¬ 
portation  by  the  hundred  pounds  of  such  oil  in  tanks.” 

Disposition  of  case. — As  to  some  of  the  defendants,  no  order;  as  to 
others,  orders  to  cease  the  discrimination  in  rates. 

Docket  No.  87. 

Complaint. — Complaint  alleges  discrimination  in  the  transportation 
of  coal  by  refusing  to  furnish  complainants'  mines  their  daily  propor¬ 
tion  of  cars  and  furnishing  cars  to  others. 

Facts. — Petitioners  in  this  case  are  sales  agents  of  the  Yough  Slope 
mines,  situated  near  West  Newton,  on  the  Baltimore  and  Ohio  Rail¬ 
road.  Between  August  30  and  September  4,  1887,  the  defendant  rail¬ 
road  failed  to  furnish  cars  to  the  Yough  Slope  mines  for  shipments 
of  coal  to  Arthur  &  Boylan  at  Cleveland,  Ohio,  but  during  that 
period  they  furnished  cars  to  competitive  mines.  The  cars  to  be 
furnished  were  those  of  the  Pittsburg  and  Western  Railroad  and 
were  to  be  distributed  bv  the  Baltimore  and  Ohio.  An  embargo 
existed  from  August  19  to  30,  during  which  no  cars  were  furnished  bv 
the  Pittsburg  and  Western  for  the  shipment  of  coal  from  these  mines 
to  Cleveland.  The  embargo  was  not  complained  of.  It  was  raised 
by  telegram  on  August  30,  at  which  time  the  master  of  trains  of  the 
Baltimore  and  Ohio  was  informed  that  coal  shipments  on  Arthur  & 
Boylan,  of  Cleveland,  could  go  forward.  On  the  same  day  an  officer 
of  the  Pittsburg  and  Western  wrote  to  petitioners  at  Pittsburg,  as 
agents  of  the  Yough  Slope  mine,  giving  them  the  same  information, 
and  an  officer  of  the  Baltimore  and  Ohio  telegraphed  it  to  all  the  depot 
agents  from  mines  along  the  latter’s  Pittsburg  division.  The  com¬ 
petitors  of  the  complainants  received  the  information  and  sent  in  their 
requests  for  cars,  which  were  at  once  furnished,  but  it  appears  that 
the  complainants  either  did  not  receive  the  information  promptly  or 
did  not  act  upon  it  until  September  4,  the  general  manager  of  the 
Yough  Slope  mine  neither  admitting  nor  denying  that  the  informa¬ 
tion  was  received  earlier,  but  leaving  the  inference  to  be  drawn  that  it 
was  not. 

Conclusion  of  the  Commission. — When  it  appears  that  it  was  the 
duty  of  mine  owners  and  agents  to  have  made  inquiry  of  the  station 
agent  of  the  railroad  company,  by  which  they  would  have  learned  that 


746 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


the  mine  could  have  obtained  cars  for  shipments,  and  they  failed  to 
do  this,  in  consequence  of  which  competitive  mines  received  nearly  all 
of  the  cars  for  this  purpose,  without  any  partiality  or  preference  on 
the  part  of  the  railroad,  complaint  of  unjust  discrimination  can  not  be 
sustained.  In  the  absence  of  some  rule  of  business  placing  a  duty 
upon  the  carrier  to  notify  the  shipper  without  inquiry  on  the  part  of 
the  latter  of  the  fact  that  he  can  obtain  cars  for  the  movement  of  his 
freight,  it  is  the  shipper’s  duty,  by  reasonable  inquiry  made  to  the 
proper  agent  of  the  railroad,  to  obtain  this  information  for  himself; 
but  in  a  case  like  the  present,  if  the  carrier  took  upon  itself  the  duty  of 
actually  notifying  the  mines  competing  with  the  Tough  Slope  mine  on 
August  30,  1887,  without  waiting  for  any  inquiry  on  their  part,  that 
they  could  get  cars,  then,  in  like  manner,  it  was  its  duty  to  notify  the 
Tough  Slope  mine  at  the  same  time  that  it  could  get  cars.  Held, 
that  decided  by  these  rules,  no  case  of  'unjust  discrimination  against 
the  Tough  Slope  mines  is  made  out  by  the  evidence. 

Disposition  of  case. — Complaint  dismissed  February  24,  1888. 

Docket  No.  81. 

Complaint . — That  defendant  maintains  rates  for  transportation  of 
petroleum  and  its  products  in  barrels,  which,  as  compared  with  the 
*  rate  charged  upon  shipment  in  tank  cars,  is  unreasonable  and  unjust. 
The  main  point  involved  is  thus  one  within  the  published  tariffs,  but 
the  question  of  discrimination  in  equipment  incidentally  appears,  and 
because  of  that  fact  the  case  is  here  included.  In  complaint  Com¬ 
mission  is  requested  to  require  carrier  to  furnish  tank  cars  for  peti¬ 
tioners  and  the  public  generally  in  the  shipment  of  their  oils. 

C  onclusion  of  the  C ommission. — Contention  of  petitioners’  counsel 
that  defendants  may  be  required,  under  the  last  subdivision  of  section 
3  of  the  act  to  regulate  commerce,  to  furnish  tank  cars  to  petitioners 
for  shipment  of  oil  denied.  The  term  “  facilities  ”  as  used  in  said 
last  division  of  section  3  of  the  act  to  regulate  commerce  does  not 
embrace  car  equipment  for  the  origination  of  and  transferring  of 
freight  along  the  line  of  the  carrier  in  the  sense  in  which  it  is  here 
contended  for  by  the  petitioners.  The  law-making  power  has  not 
conferred  upon  the  Commission  power  to  direct  a  carrier  to  supply 
itself  with  any  particular  equipment  of  cars,  or,  in  fact,  with  any 
equipment  of  cars  at  all  for  the  transportation  of  freight  over  its 
lines.  If  the  carrier  is  unmindful  of  its  duty  in  this  respect,  the 
other  provisions  of  the  statute  afford  a  remedy. 

Disposition  of  case. — So  far  as  the  matter  of  equipment  is  con¬ 
cerned,  the  Commission  concludes  “  That,  so  much  of  the  complaint  as 
seeks  an  order  *  *  *  requiring  the  defendant  to  furnish  tank 

cars  for  the  transportation  of  oil  for  the  petitioners  and  the  public  is 
not  sustained.” 

Docket  No.  128.  I 

Complaint. — Complaint,  inter  alia,  that  defendant  refused  to  trans¬ 
port  over  its  lines  tank  car  for  mineral  water  for  the  complainant  in 
April,  1888. 

Facts. — It  was  found  that  the  tank  car  in  question,  at  the  time  the 
defendant  was  called  upon  by  the  complainant  to  transport  it,  was 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


747 


not  in  condition  to  be  safely  carried,  loaded  as  it  was,  over  the  line 
of  the  defendant  to  connecting  lines,  and  the  defendant  was  justified 
removed  to  a  sidetrack  where  it  could  be  loaded.  The  depot  agent 
had  not  examined  the  condition  of  the  car;  it  was  not  his  business  to 
examine  its  condition.  The  company  had  an  inspector  of  cars  and  a 
superintendent  whose  business  it  was  to  examine  the  condition  of  the 
car  and  determine  whether  it  was  in  proper  condition  to  be  trans¬ 
ported  over  defendant’s  line.  The  day  after  its  arrival  at  Lansing 
complainant’s  agent  stated  to  the  depot  agent  of  the  defendant  that 
he  was  ready  to  load  the  car  and  asked  the  depot  agent  to  have  it 
removed  to  a  sidetrack  where  it  could  be  loaded.  The  depot  agent 
acquiesced.  Within  a  few  days  the  foreman  of  car  inspectors  of  de¬ 
fendant  examined  the  car  and  found  it  unsafe  to  be  transported  when 
loaded.  There  is  no  evidence  that  this  was  reported  immediately  to 
the  depot  agent. 

Conclusion  of  the  C ommission. — ■“  The  theory  upon  which  com¬ 
plainant  insists  that  the  defendant  was  bound  to  take  the  tank  car 
and  transport  it  after  it  had  been  loaded  by  complainant,  with  the 
knowledge  of  defendant’s  depot  agent  in  1888,  without  regard  to 
the  actual  condition,  was  one  that  can  not  be  sustained  *  *  *. 

The  defendant  had  the  right  to  rely  for  its  own  protection,  that  of 
complainant,  and  of  the  public  in  this  matter  on  the  judgment  of  its 
car  inspector  and  superintendent,  who  were  *  *  *  experts  in  the 

repairing  and  building  of  cars." 

Disposition  of  case. — Complaint  dismissed. 

Docket  No.  596. 

Complaint—  That  defendant  company  unlawfully  discriminated 
against  complainant  in  furnishing  to  him  cars  for  shipping  of  hay 
from  Collins  and  Kipton,  Ohio,  to  various  points  without  that  State. 

Facts. — January  23,  1901,  complainant  ordered  of  the  agent  of 
defendant  at  Collins,  Ohio,  a  car  to  be  used  in  shipment  of  straw 
then  in  store.  On  February  12  the  Union  Binding  Works,  whose 
factory  was  located  at  Collins,  ordered  a  similar  car  for  use  at  Collins. 
This  car  was  furnished  about  February  28,  but  the  car  ordered  by 
complainant  was  not  supplied  until  March  2  or  3.  Defendant  had 
no  intention  of  discriminating  against  complainant  in  this  case,  but, 
being  responsible  for  the  actions  of  its  agent,  actually  did  discrimi¬ 
nate.  About  the  middle  of  February  complainant  put  in  an  order 
for  three  hay  cars  to  Collins.  On  February  26  one  of  the  complain¬ 
ant's  competitors  was  furnished  a  car  for  shipment  of  hay  at  Col¬ 
lins,  although  the  order  for  the  car  had  been  placed  after  the  order 
of  complainant.  Again  there  was  no  express  intention  on  the  part  of 
defendant  to  discriminate,  but  discrimination  actually  took  place. 

Conclusion  of  the  C ommission. — No  rule  7s  laid  down  as  to  the 
treatment  which  should  be  accorded  competitive  and  noncompetitive 
points  in  the  distribution  of  cars.  It  is  simply  held  upon  the  facts  of 
the  case  that  a  delay  of  from  three  to  four  months  in  furnishing  cars 
to  complainant  was  an  unjustifiable  discrimination  against  traffic  at 
that  station  and  against  the  complainant  as  a  shipper  of  such  traffic. 

Disposition  of  case. — Upon  finding  of  the  facts,  held  that  com¬ 
plainant  was  entitled  to  an  order  for  the  payment  on  or  before  June 


748 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


1,  1902,  of  the  sum  of  $200,  and  order  issued  in  accordance  therewith. 
Order  complied  with. 

Docket  No.  598. 

Complaint . — By  the  shipper  of  hay  for  discrimination  in  the  fur¬ 
nishing  of  cars  to  be  used  in  his  service. 

Facts. — Early  in  the  fall  of  1900  complainant  ordered  six  or  seven 
cars  for  Hartland,  five  or  six  for  Clarksfield,  and  three  for  Brighton. 
He  claims  that  none  of  these  cars  were  furnished  for  a  considerable 
time,  and  the  last  of  them  not  until  January  following.  Defendants 
denied  this  delay.  One  of  its  agents  admitted  that  there  was  a  delay 
of  from  thirty  to  forty  or  perhaps  fifty  days.  The  testimony  was 
conflicting,  but  it  was  found  that  there  was  a  delay  in  furnishing 
the  cars  of  from  one  to  four  months.  Defendant,  among  other  things, 
contended  that  complainant  refused  to  give  destination  of  cars,  and 
for  this  reason  it  was  unable  to  borrow  them  from  its  connections. 
Complainant  admitted  this,  but  stated,  however,  that  he  would  give 
destinations  if  cars  could  be  furnished  promptly.  Defendant  in¬ 
sisted  that  complainant  had  also  been  negligent  in  loading  and  billing 
cars  after  they  had  actually  been  provided.  This  appeared  in  some 
cases  to  be  true.  In  two  or  three  cases  other  shippers  were  furnished 
cars  to  which  complainant  would  have  been  entitled  by  right  of  his 
earlier  order.  This  preference  was  due  to  the  fact  that  these  cars 
were  billed  from  Norwalk  directly  to  the  favored  shipper.  Com¬ 
plainant  testified  that  its  damages  were  $150,  and  the  accuracy  of  the 
complainant’s  estimate  was  not  attacked  by  the  defendant  upon  cross- 
examination. 

Conclusion  of  the  Commission. — No  exact  rule  can  be  laid  down 
covering  the  general  distribution  of  cars  between  different  localities 
and  different  species  of  traffic.  Shippers  must  be  reasonable  in  their 
demands  and  carriers  diligent  and  honest  in  meeting  those  demands. 
No  attempt  is  made  to  state  any  general  principle  governing  the  dis¬ 
tribution  of  cars  between  competitive  and  noncompetitive  points,  but 
upon  the  facts  of  this  case  it  was  held  that  the  defendant  was  guilty, 
in  neglecting  to  furnish  the  complainant  with  cars  at  the  points 
stated  for  the  period  stated,  44  of  gross  and  undue  discrimination 
against  these  noncompetitive  stations,  against  the  traffic  of  these  sta¬ 
tions,  and  the  complainant  as  a  shipper  of  this  traffic.”  Substantial 
damage  was  incurred  b}7  the  complainant,  but  not  being  entirely  with¬ 
out  fault  himself  the  amount  of  his  damage  was  placed  at  $100. 

Disposition  of  case. — Order  issued  directing  defendant  to  pay  com¬ 
plainant  the  sum  of  $100  on  or  before  June  1,  1902.  Order  complied 
with. 

Docket  No.  6G0. 


✓ 

Complaint. — That  defendants,  by  reason  of  failure  to  furnish  cars 
to  complainant  at  Bainbridge,  Ohio,  for  shipment  of  cross-ties,  while 
at  the  same  time  supplying  cars  to  other  shippers  at  said  point,  un¬ 
justly  discriminates  against  complainant;  that  defendant  has  neg¬ 
lected  and  still  neglects  to  print. and  keep  open  for  public  inspection 
schedules  showing  rates,  fares,  and  charges  for  the  transportation  of 
passengers  and  propert}7. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


749 


Facts. — Between  September  16,  1902,  and  April  6,  1903,  defendant 
refused  to  provide  cars  for  the  shipment  of  cross-ties  for  complain¬ 
ant,  while  it  did  furnish  cars  to  other  persons  for  the  interstate  ship¬ 
ment  of  lumber,  stone,  and  many  other  freight  articles,  also  supplying 
cars  for  the  shipment  of  cross-ties  destined  almost  entirely  for  its 
own  use.  The  discrimination  was  not  justified  by  scarcity  of  cars. 
Complainant’s  allegation  that  defendant  neglected  to  publish  a  sched¬ 
ule  of  rates  and  charges  is  sustained  by  the  record.  However,  after 
complaint  in  this  case  was  filed  defendant  posted  a  notice  in  its  depot 
at  Bainbridge,  stating  that  its  tariffs  are  on  file  for  public  inspection 
and  can  be  seen  by  application  to  agent. 

Conclusion  of  the  Commission. — The  discrimination  in  provision 
of  cars  not  being  justified  by  scarcity  of  cars,  and  not  having  been 
otherwise  justified,  is  declared  to  b£  undue,  and  it  is  held  that  defend¬ 
ant  should  make  reparation  in  the  sum  of  $630.  Provisions  of  sec¬ 
tion  6  of  the  act  are  not  complied  with  by  posting  notice  telling  that 
tariffs  may  be  inspected  upon  application  to  the  carrier’s  agent. 

Disposition  of  case. — Ordered,  January  7,  1905,  that  by  reason  of 
unjust  discrimination  in  the  matter  of  supplying  cars  for  shipment  of 
cross-ties  by  complainant,  said  complainant  sustained  damages,  and 
is  entitled  to  reparation  in  the  sum  of  $630,  which  sum  defendant  was 
directed  to  pay. 

Docket  No.  748. 

Complaint. — That  defendants,  since  November  21,  1903,  have  re¬ 
fused  to  furnish  grain  cars  at  Leipsic,  Ohio,  for  the  transportation 
of  complainant’s  grain,  while  at  the  same  time  furnishing  such  cars 
to  his  competitors  at  Leipsic,  in  violation  of  section  3  of  the  act. 

Facts. — During  a  portion  of  1903  and  1904  the  complainants  were 
engaged  in  the  shipment  of  hay,  grain,  and  straw  at  Leipsic,  Ohio. 
They  owned  no  elevator,  and  consequently  were  what  is  called  “  track 
loaders ;  ”  that  is,  they  loaded  from  wagons  into  the  cars.  They  did 
a  large  proportion  of  the  grain  business.  There  was  a  sharp  conflict 
in  testimony  as  to  whether  defendants  refused  or  neglected  to  furnish 
complainants  cars  for  grain  after  November  23,  1903,  but  the  Com¬ 
mission  found  the  fact  to  be  that  defendants  did  so  refuse  to  furnish 
cars  for  shipment  of  grain  from  Leipsic  when  it  might  have  reason¬ 
ably  done  so,  and  that  it  at  the  same  time  discriminated  against  com¬ 
plainants  by  furnishing  cars  to  complainants’  competitors  in  the 
same  line  of  business  at  that  place.  In  the  opinion  of  the  Commis¬ 
sion  the  testimony  greatly  preponderated  in  favor  of  the  complain¬ 
ants.  Counsel  for  defendants  contended  that  complainants  should 
not  be  permitted  to  pursue  their  claim  for  reparation,  because,  pre¬ 
vious  to  the  commencement  of  these  proceedings,  they  had  instituted 
a  suit  in  the  State  court  of  Ohio  for  damages  growing  out  of  the 
same  transaction. 

Conclusion  of  the  Commission. — Defendant’s  refusal  to  furnish 
complainants  cars,  while  it  contemporaneously  furnished  them  to 
complainants’  competitors  for  like  shipments,  was  unlawful  discrimi-, 
nation.  A  case  before  the  Commission  involving  a  violation  of  the 
act  to  regulate  commerce  through  alleged  discrimination  in  furnish¬ 
ing  cars,  for  which  reparation  is  demanded,  is  not  brought  under  sec¬ 
tion  9  of  the  act  by  the  previous  institution  in  a  State  court  of  a 


750 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


suit  for  damages  between  the  same  parties  based  upon  discrimina¬ 
tion.  If  the  suit  in  question  were  in  a  Federal  court,  the  petition  of 
counsel  would  be  well  taken. 

Disposition  of  case. — Evidence  relating  to  damages  found  unsatis¬ 
factory  and  inconclusive,  and  complainants  allowed  until  May  20, 
1905,  to  apply  for  further  hearing  in  respect  thereto. 

Docket  No.  658. 

Complaint. — That  defendant  subjects  complainant  to  unjust  dis¬ 
crimination  in  the  matter  of  supplying  cars  for  shipment  of  coal  from 
Irwin,  Johnstown,  Jeanette,  and  Marchand,  Pa.,  to  various  markets. 

Facts. — Complainant  was  a  druggist  at  Irwin,  Pa.,  who  had  at¬ 
tempted  to  purchase  and  sell  the  product  of  “  surface,”  “  farm,”  or 
“  country  ”  mines,  situated  usually  a  mile  or  more  from  a  line  of 
railroad,  and  not  operated  on  account  of  disadvantages,  except  for 
possible  local  demand.  During  the  anthracite  coal  strike  of  1902 
there  was  a  great  demand  for  bituminous  coal,  and  a  great  increase 
in  its  price.  Complainant’s  bituminous  coal  thus  was  at  a  premium, 
and  he  arranged  for  hauling  the  coal  by  wagons  to  stations  or  sid¬ 
ings  and  loading  upon  defendant’s  cars.  He  erected  a  platform  at 
Irwin  at  a  cost  of  $75  to  facilitate  the  loading  of  coal.  Under  normal 
conditions  the  hauling  of  such  coal  for  railroad  shipment  could  not 
be  done  at  a  profit.  Complainant  demanded  and  received  several  cars 
during  November,  1902,  but  in  that  month  defendant  issued  a  rule 
stating  that  they  did  not  feel  themselves  under  obligations  to  furnish 
cars  for  this  business,  and  instructing  agents  to  place  such  cars  as 
were  available  for  the  shipment  of  coal  only  at  mines  having  track 
connections.  The  demand  for  coal  during  the  strike  resulted  in  a 
great  tax  on  the  equipment  of  the  railroad  and  in  the  congestion  of 
its  lines,  yards,  and  terminals.  The  mines  loading  by  tipple  and  by 
track  connections  received  far  less  than  their  usual  car  supply. 

Conclusion  of  the  C ommission. — Under  the  conditions  in  the  pres¬ 
ent  case  defendant’s  temporary  rule,  confining  its  comparatively  few 
cars  to  mines  generally  in  operation,  where  quick  loading  could  be 
accomplished,  and  refusing  to  permit  its  sidings  or  switches  to  be 
further  congested  by  loading  coal  from  wagons  temporarily  engaged 
in  the  same  pursuit,  Avas  “  calculated  to  hasten  the  mo\rement  of  this 
great  staple  and  relieve  the  distress  of  the  burdened  public.”  “  Under 
all  the  circumstances  such  a  rule  as  the  one  under  consideration  does 
not  seem  unreasonable.”  No  opinion  is  expressed  upon  the  question 
Avhether  railroads  may,  in  the  ordinary  course  of  their  dealing  with 
shippers,  discriminate  between  tipple  and  Avagon  loading  cars,  as  in 
the  Harp  case  (118  Fed.  Hep.,  169),  or  whether  without  a  rule  they 
may  in  an  emergency,  like  the  great  coal  strike  and  subsequent  car 
famine,  discriminate  betAveen  competing  individuals  under  like  con¬ 
ditions  by  furnishing  some  and  denying  others.  (10  I.  C.  C.,  226.) 

Disposition  of  case. — Complaint  dismissed. 

*  Docket  No.  22. 

Complaint. — Complaint  alleges  extortion,  discrimination,  and  fail¬ 
ure  to  provide  and  furnish  suitable  lUe-stock  cars  to  shippers. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


751 


Disposition  of  case. — The  complaint  was  filed  June  3,  1887.  On 
June  14,  1887,  complainant’s  attorney  tiled  request  for  suspension 
of  copy  of  complaint  and  notices,  and  on  June  15  the  request  was 
granted. 

Docket  No.  281. 

Complaint. — That  defendant  subjected  complainant  to  unjust  dis¬ 
crimination  in  rates  on  coal  from  Scranton,  Pa.,  to  Walton  and  Delhi, 
N.  Y.,  by  charging  more  for  the  same  service  for  complainant  than 
when  rendered  contemporaneously  for  others,  and  by  failing  and  re¬ 
fusing  to  furnish  cars  for  coal  transportation  when  such  cars  are 
on  hand  and  available. 

Disposition  of  case. — On  June  18,  1893,  stipulation  of  parties  to 
discontinue  proceeding  was  filed.  Order  was  entered. 

Docket  No.  499. 

Complaint. — That  defendant  subjects  complainant  to  undue  and 
unreasonable  prejudice  and  disadvantage  in  only  partially  honoring 
his  requisition  for  empty  coal  cars,  needed  in  his  business,  thereby 
discriminating  against  him  and  in  favor  of  his  competitors  and  other 
shippers  of  coal  and  coke  from  the  Pocahontas  field. 

Disposition  of  case. — Hearings  were  had  November  16,  1897,  at 
Bluefield,  W.  Ya. ;  December  10  and  11,  1897,  and  April  26  and  27, 
1898,  at  Washington.  On  March  6,  1903,  order  was  entered  indefi¬ 
nitely  postponing  the  case. 

Docket  No.  648. 

Complaint. — That  defendant  unjustly  discriminates  against  com¬ 
plainant  in  favor  of  other  coal  dealers  in  the  matter  of  supplying  cars 
for  shipment  of  coal  from  the  Jellico  mines  in  Kentucky  to  Knox¬ 
ville,  Tenn.,  and  has  denied  complainant  the  benefit  of  common  car¬ 
riage  and  the  use  of  its  established  rates  and  charges  in  violation  of 
sections  1,  2,  3,  and  6  of  the  act  to  regulate  commerce. 

Disposition  of  case. — On  February  7,  1903,  complainant  applied 
for  leave  to  withdraw  complaint,  and  on  March  7,  1903,  order  of  dis¬ 
continuance  was  entered. 

Docket  No.  809. 

C omplaint. — That  defendant  at  various  times  since  March  1,  1905, 
refused  to  furnish  cars  at  Lavett,  Ohio,  for  complainant’s  inter¬ 
state  shipment  of  hay,  while  at  the  same  time  supplying  cars  to  others 
for  similar  shipments  from  said  point. 

Disposition  of  case. — Case  was  assigned  for  hearing  June  15,  1905. 
On  June  6,  1905,  hearing  was  postponed  at  the  request  of  complain¬ 
ant  to  a  date  to  be  fixed  by  the  Commission. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  discrimination  in 
furnishing  cars: 

Refusal  to  furnish  cars  except  to  elevators,  1609. 


752 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Refusal  to  furnish  refrigerator  cars,  413,  3116. 

Refusal  to  furnish  particular  kind  of  cars  or  grant  special  facil¬ 
ities,  278,  507,  808. 

Delay  in  furnishing  cars,  1717,  2793,  3111,  3375. 

Discrimination  in  furnishing  cars,  75,  122,  191,  721,  1664,  1760, 
1873,  1890,  2357,  2496,  2535,  2572,  2577,  2697,  3384. 

Discrimination  against  persons  not  members  of  association,  2191. 

Scarcity  of  cars,  inability  to  obtain  cars,  and  car  famines,  6,  1037, 
1106,  2004,  2005,  2167,  2213,  2368,  2371,  2607. 

Refusal  of  cars,  45,  124,  252,  341,  854,  2046,  2591,  2637,  1668,  1688, 
1713,  2252,  2257,  2353,  2364,  2381,  2858,  2872. 

Failure  to  furnish  cars,  197,  200,  227,  1635,  2638.  2795,  2973,  2148, 
2336,  2356,  2466,  2521,  2528,  2640,  2772,  2811,  2813^  2819,  2869,  3060, 
3224,  3225,  3333,  3347.  ' 

Distribution  of  cars,  37,  2498,  2554,  5582. 

Interchange  of  cars,  2547. 

Failure  to  furnish  broken  equipment,  3458. 

Docket  No.  357. 

G omplaint. — By  owner  of  sand,  gravel,  and  loam  beds  at  Dock 
Siding  and  other  places  on  the  defendant’s  road  in  the  State  of 
Indiana.  That  the  defendant  refused  to  transport  for  him,  between 
Dock  Siding  and  the  other  Indiana  points  and  Chicago  and  South 
Chicago,  any  cars  or  railroad  equipment  furnished  by  him  for  him 
other  than  its  own,  or  to  grant  him  any  other  than  its  regular  tariff 
rates,  while  it  furnished  cars,  equipment,  and  track  service  to  other 
dealers  or  contractors,  competitors  of  complainant,  and  allowed  them 
to  furnish  their  own  cars  and  equipment  at  much  lower  rates  than 
those  affording  him,  compelling  him  to  relinquish  contracts,  to  his 
serious  loss  and  damage. 

Facts. — Testimony  failed  to  support  charges  of  discrimination 
against  complainant  and  in  favor  of  all  companies  and  individuals 
named  and  considered,  with  the  possible  exception  of  one  J.  B.  Brown. 
Brown  was  complainant’s  competitor  at  Dock  Siding.  He  owned, 
and  at  times  leased,  other  cars  and  equipment,  paid  the  trainmen, 
conductors,  and  necessary  telegraph  operators,  and  relieved  the  de¬ 
fendant  from  all  liability  from  either  loss  or  damage  to  rolling  stock 
or  injury  to  employees,  in  consideration  of  which  the  defendant 
charged  him  for  track  service  only.  The  complainant  had  not  any 
cars  or  equipment,  and  when  he  shipped  in  the  defendant’s  car  he  was 
charged  the  published  rate.  In  one  case  he  was  named  a  rate  of  — 
cents  lower  than  the  tariff  rate,  provided  he  furnished  his  own  cars. 
The  complainant  claimed  that  defendant  denied  his  request  to  be 
allowed  to  lease  cars  and  equipment  and  ship  on  the  same  terms  as 
Brown.  This  was  a  very  material  point,  but  the  testimony  upon  it 
was  conflicting,  and  there  was  no  mention  of  such  a  proposition  in  the 
correspondence.  Certain  of  the  evidence  seemed  to  give  color  to  the 
complainant’s  charge;  upon  the  other  hand,  it  appears  that  defend¬ 
ant  had  shown  a  disposition  to  aid  complainant  by  its  agreement 
with  the  Calumet  and  Blue  Island  Company,  which  gave  to  the  lat¬ 
ter  practically  wliat  he  claimed  to  have  been  denied.  The  defendant 
withdrew  from  its  agreement  with  Brown,  thereby  removing  the 
means  by  which  the  alleged  discriminations  were  made  possible. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


753 


Conclusion  of  the  Commission . — The  conflicting  testimony  upon 
certain  points  in  this  case,  taken  in  connection  with  the  facts  shown 
as  to  others,  does  not  warrant  a  declaration  that  the  defendant  dis¬ 
criminated  against  the  complainant  in  the  manner  alleged.  “  Com¬ 
mon  carriers  are  bound  by  every  principle  of  justice  and  of  law  to 
afford  equal  rights  to  all  shippers  who  are  entitled  to  like  treatment, 
both  in  the  receiving  of  supplies  and  shipment  of  their  products ;  and 
the  carrier  who,  under  any  pretense  whatever,  grants  one  shipper  an 
advantage  which  it  denies  to  another  violates  the  spirit  and  thwarts 
the  purpose  of  the  law.” 

Disposition  of  case. — Complaint  ordered  dismissed  without  preju¬ 
dice. 

Docket  No.  572. 

Complaint. — That  defendant  company,  by  charging  complainant 
for  hauling  his  private  car  from  point  to  point  on  defendant’s  road, 
at  a  rate  equal  to  the  local  tariffs,  while  hauling  the  private  cars  of 
others  at  a  rate  equal  to  the  total  of  fifteen  round-trip  tickets,  un¬ 
justly  discriminated  against  complainant. 

Facts. — Complainant  was  a  commercial  salesman,  representing 
wholesale  dealers  at  Chicago  and  elsewhere,  and  conducting  his  busi¬ 
ness  through  the  States  of  North  Dakota,  Montana,  Idaho,  Washing¬ 
ton,  and  Oregon.  In  1898  he  applied  to  the  general  passenger  agent 
for  the  defendant  company,  asking  him  for  the  rates  upon  which  a 
private  car  would  be  transported  for  him  from  St.  Paul  to  Portland, 
Oreg.,  with  such  stops  as  he  might  desire.  The  price  quoted  was 
fifteen  round-trip  tickets,  at  a  cost  of  $90  each;  total,  $1,350.  The 
total  weight  carried  in  this  car  was  probably  considerably  less  than 
the  weight  of  an  average  Pullman  car  of  modern  type,  the  rate  of 
complainant’s  samples  not  equaling  the  aggregate  weight  of  free 
baggage  which  defendant  might  have  been  required  to  carry  on  the 
fifteen  tickets  purchased  by  complainant.  Upon  the  complainant’s 
second  application  for  transportation  of  private  car,  made  in  May, 
1899,  the  original  terms  were  refused.  He  was  told  that  the  payment 
of  fifteen  local  fares  from  station  to  station  as  stops  were  made  would 
be  required.  This  change  had  been  prompted  by  the  complainant’s 
competitors,  jobbers  at  St.  Paul.  In  October,  1899,  a  third  applica¬ 
tion  was  made  by  complainant  for  private  car  rates  granted  him  the 
year  before.  He  met  with  a  refusal ;  this  time  the  payment  of  fifteen 
local  fares  from  station  to  station  was  demanded  and  in  addition  an 
agreement  that  complainant  should  cease  working  against  the  de¬ 
fendant  company.  A  written  acknowledgment  of  the  acceptance  of 
these  terms  was  also  required.  Complainant  claimed  to  have  the 
routing  of  over  $600,000  worth  of  merchandise  every  year,  the  freight 
charges  upon  which  amounted  to  a  considerable  sum. 

Conclusion  of  the  C ommission. — Defendant  may  lawfully  decline  to 
haul  private  cars  at  all,  or  it  may  haul  private  cars  of  one  class  and 
refuse  to  haul  others  of  a  wholly- different  class;  but  if  it  transports 
private  cars  of  any  class,  it  must  in  like  manner  and  upon  like  terms 
transport  all  private  cars  occupied  for  the  same  or  similar  purposes. 
It  might  have  excluded  complainant’s  car  entirely;  it  was  justified 
in  charging  complainant  a  different  and  higher  rate  than  that  charged 
pleasure  parties,  hunting  parties,  and  other  persons  of  different 


S.  Doc.  244,  59-1 - 48 


754 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


classes  in  private  cars.  The  rate  is  property  determined  by  the  value 
of  the  service  performed,  which  in  this  case  was  other  and  different 
from  that  of  carrying  for  pleasure  parties,  etc. 

Disposition  of  case. — Complaint  dismissed. 

INFORMAL  COMPLAINTS. 

There  are  practically  no  informal  complaints  of  discrimination 
Avith  respect  to  shippers’  cars,  except  as  they  are  included  in  the  fore¬ 
going  series  of  general  complaints  (informal)  to  furnish  cars. 

But  see  No.  1711,  refusal  to  return  empty  vegetable  cars  free;  and 
No.  1720,  refusal  to  haul  private  car,  though  complainant  offered  to 
purchase  the  requisite  number  of  tickets. 

Docket  No.  6. 

Complaint. — That  refusal  of  railroad  companies  to  receive  com¬ 
plainant’s  patent  stock  cars  on  the  same  terms  as*  They  receive  each 
other’s  cars  constitutes  unjust  discrimination,  violating  sections  1,  2, 
and  3  of  the  act  to  regulate  commerce. 

Facts. — Complainant  is  a  corporation  owning  patent  cars  designed 
for  the  improvement  of  conditions  of  cattle  transportation.  It 
leases  such  cars  to  shippers  at  the  uniform  rate  of  2^  cents  per  mile 
run,  shippers  paying  the  railroad  charges  in  addition.  Railroad 
companies  exchange  cars  with  each  other  at  a  uniform  rate  of  three- 
fourths  of  a  cent  per  mile  run.  About  one  hundred  railroad  com¬ 
panies  treat  complainant’s  cars  in  the  same  manner,  but  the  defend¬ 
ant  companies  refuse  to  pay  anything  to  complainant  by  way  of  car 
service.  The  stock  cars  are  not  available  for  back  loading  to  any 
considerable  extent  upon  the  roads  of  the  defendant  companies. 

Conclusion  of  the  Commission. — The  complainant  company  does 
not  interchange  cars  with  carriers.  There  is  no  possible  mutuality 
in  this  respect,  and  “  is  in  no  sense  a  c  connecting  line,’  entitled  to 
equal  facilities  for  interchange  of  traffic  under  the  provision  of  the 
second  paragraph  of  the  ‘  act  to  regulate  commerce.’  ”  “  Nor  is  any 
ground  apparent  upon  which  such  a  payment  can  be  ordered  by  this 
Commission.” 

Disposition  of  case. — No  order. 

Docket  No.  129. 

C omplaint. — By  a  corporation  organized  for  the  purpose  of  build¬ 
ing,  constructing,  furnishing,  and  keeping  in  repair  cars  to  be  run 
upon  railroads  for  the  use  of  pleasure  and  hunting  parties  and  ex¬ 
cursions.  Complaint  that  defendant  refuses  to  receive  said  cars  and 
draw  them  over  defendant’s  lines. 

Facts. — Complainant  rents  its  cars  to  parties  on  terms  agreed  upon 
between  the  complainant  and  the  parties  hiring  them,  and  they  are 
then  drawn  over  the  various  railways  of  the  country.  There  are 
several  car  companies  in  the  country  doing  a  like  business,  among 
them  being  the  leading  sleeping-car  companies.  The  defendant  had 
a  contract  with  the  Pullman  Company  whereby  it  obligated  itself 
to  draw  the  sleeping  cars  of  that  company  exclusively  and  also  use 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


755 


its  cars  which  are  hired  out  for  excursions,  like  those  of  the  com¬ 
plainant. 

Conclusion  of  the  Commission. — Where  a  carrier  has  made  an 
arrangement  with  a  car  company  to  furnish  excursion  cars  for  trans¬ 
portation  over  its  lines  by  which  a  sufficient  number  of  excursion 
cars  of  a  safe,  comfortable,  and  suitable  character  are  supplied  for 
that  purpose,  it  can  not,  because  of  its  extraordinary  liability  and 
undivided  responsibility  as  a  carrier,  as  well  as  the  interests  of  the 
traveling  public  and  the  carrier,  .be  compelled  to  haul  excursion  cars 
of  other  private  companies  over  its  tracks. 

Disposition  of  case. — Complaint  dismissed. 

Docket  No.  652. 

Complaint. — That  defendants  were  guilty  of  unjust  discrimination 
by  reason  of  unreasonable  delay  in  forwarding  and  delivering  a  car¬ 
load  of  baled  hay  from  Conduit,  Ohio,  to  Washington,  D.  C.,  result¬ 
ing  in  money  damage  as  stated. 

Facts. — In  the  usual  course  of  business  a  car  of  baled  hay  was 
shipped  from  Conduit,  Ohio,  on  December  8,  1902,  to  complainant 
at  Washington,  D.  C.  The  car  arrived  at  the  junction  of  defendant's 
road  on  December  10.  On  January  29,  1903,  the  complainant  tend¬ 
ered  to  the  agent  of  the  railroad  at  Washington  a  bill  of  lading  for 
the  freight  charge  on  the  car  of  $40  and  $1  terminal  charge  at  Colum¬ 
bus.  He  was  then  informed  by  the  railroad  agent  that  the  car  was 
not  in  Washington,  and  thereupon,  on  January  31,  commenced  this 
proceeding  before  the  Commission.  Because  of  the  great  difficulty 
and  delay  in  forwarding  east-bound  freight  from  territory  west  of 
the  bituminous  coal  region — caused  by  the  great  strike  of  anthracite 
coal  miners — the  railroad  issued  to  its  connections  what  are  termed 
“  embargo  notices,”  to  the  effect  that  certain  kinds  of  freight  would 
not  be  accepted  by  it.  Among  the  classes  of  freight  thus  excluded 
was  hay.  The  object  of  these  notices  was  to  prevent  the  crowding  of 
the  main  tracks  of  the  road  over  which  coal  was  being  transported 
to  keep  the  lines  open  for  the  carriage  of  coal  and  other  kinds  of 
freight  excepted  from  the  embargo,  and  to  release  and  forward  as 
rapidly  as  possible  freight  already  in  its  yards  and  on  its  sidings. 
It  was  not  unusual  for  restrictions  to  be  placed  upon  certain  kinds 
of  traffic  at  certain  places,  but  no  such  general  restriction  had  ever 
before  been  found  necessary.  It  was  shown,  however,  that  cars  of 
ha}^  were  carried  over  the  line  of  the  railroad  from  western  points 
to  Washington  and  Baltimore,  but  that  the  average  period  elapsing 
between  shipment  and  delivery  of  cars  of  hay  received  from  connect¬ 
ing  lines  was  thirty-five  days,  the  shortest  period  being  fourteen  days 
and  the  longest  sixty-six  days.  Complainant’s  car  was  sixty-five  days 
in  transit.  Only  two  cars  appeared  to  have  “  slipped  through,”  one  of 
which  occupied  twenty-one  days;  the  other,  from  Jasper.  Mich.,  occu¬ 
pied  sixteen  days. 

Conclusion  of  the  Commission. — The  anthracite  coal  strike,  for 
which  defendant  railroad  was  in  no  way  responsible,  necessitating 
the  transportation  of  bituminous  coal  from  mines  in  West  Virginia, 
Maryland,  and  Pennsylvania  to  eastern  points,  operated  to  prevent 
shipment  of  some  other  classes  of  freight;  “  defendant  probably  had 


75(5 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


the  right  to  give  such  freight  preference  and  it  was  not  improper 
that  live  stock,  perishable  freights  and  materials,  and  supplies  for 
the  railroads  should  be  excepted  from  any  embargo  imposed.”  The 
defendant’s  embargo  was  practically  maintained  and  enforced,  and 
therefore  no  cause  exists  for  any  complaint  of  discrimination  in  favor 
of  individuals,  nor  was  there  any  undue  preference  given  to  locali¬ 
ties  to  the  undue  prejudice  of  the  complainant  or  the  dealers  in 
Washington  and  Baltimore. 

Disposition  of  case. — Complaint  dimissed. 

Docket  No.  615. 

Complaint. — Complaint  that  the  defendant  company,  in  making  a 
contract  for  the  exclusive  delivery  to  certain  yards  of  all  live  stock 
transported  over  its  lines,  was  guilty  of  an  unjust  discrimination 
under  the  act  to  regulate  commerce;  that  the  third  and  seventh  sec¬ 
tions  of  the  act  require  the  defendant  to  deliver  its  live-stock  cars  to 
another  railway  for  other  stock  yards;  that  the  practice  of  delivering 
dead  freight  to  be  switched  to  destination  while  refusing  the  same 
privilege  to  live  stock  is  a  discrimination  against  the  latter  species  of 
traffic  under  the  third  section. 

Facts. — On  September  20,  1888,  contract  was  entered  into  between 
the  defendant  railroad  and  the  stock-yards  company,  by  the  terms 
of  which  the  latter  agreed  to  provide  facilities  at  its  own  risk  to  load, 
unload,  and  care  for  all  live  stock  which  might  be  delivered  to  it  for 
the  defendant,  or  which  might  be  presented  for  shipment  over  the 
lines  of  the  defendant,  and  to  act  otherwise  as  the  agent  of  the  rail¬ 
road  with  respect  to  live-stock  shipments.  The  railroad  on  its  part 
agreed  to  deliver  and  unload,  “  in  so  far  as  it  lawfully  could,”  at  the 
yards  of  the  stock-yards  company  all  live  stock  over  its  line,  thus  mak¬ 
ing  these  yards  its  exclusive  live-stock  depot.  In  the  year  1901  an¬ 
other  stock  yards  was  established  on  the  line  of  another  railway  and 
reached  only  by  that  railway.  This  railway  made  the  new  stock  yards 
its  live-stock  depot,  and  it  and  all  other  lines  except  the  defendant 
allowed  the  shipper  to  designate  the  stock  yards  at  which  he  desired 
delivery  to  be  made.  The  new  stock-yards  company  secured  a  man¬ 
datory  injunction  compelling  the  defendant  to  receive  at  points  within 
the  State  and  bill,  transport,  and  deliver  to  the  second  railway  cars 
of  live  stock  destined  to  the  new  yards.  This  injunction  was  obeyed 
by  defendant,  and  the  present  proceeding  was  brought  for  the  pur¬ 
pose  of  forcing  defendant  to  deliver  live  stock  taken  up  by  it  at  points 
without  the  State  in  the  same  manner  that  it  delivers  live  stock 
shipped  from  points  within  the  State.  Defendant  could  make  such 
delivery  of  cars  of  live  stock  with  substantially  the  same  convenience 
and  expense  as  accompanied  delivery  at  the  original  yards.  In  re¬ 
spect  to  the  discrimination  between  dead  freight  and  live  stock,  the 
facts  were  as  follows :  All  railways  entering  Louisville  interchanged 
carloads  of  dead  freight  to  be  switched  to  various  points  within  the 
switching  limits  of  Louisville,  and  it  appeared  that  the  new  stock 
yards  were  within  those  limits.  The  defendant  would  deliver  to  the 
other  railway  cars  loaded  with  every  species  of  freight  except  live 
stock  to  be  switched  bv  it  to  the  new  stock  yards. 

Conclusion  of  the  C ommission. — Question  of  the  legality  of  the  ex¬ 
clusive  contract  between  the  defendant  and  the  stock-yards  company 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


757 


has  been  definitely  settled  by  the  decision  of  the  Federal  courts,  the 
leading  case  being  Covington  Stock  Yards  Company  v.  Keith  (139 
U.  S.,  128;  11  Sup.  Ct.  Rep.,  Gl).  Upon  the  authority  of  this  and 
other  cases  it  is  held,  “  that  the  defendant  in  making  and  carrying 
out  its  exclusive  contract  is  not  in  violation  of  the  act  to  regulate  com¬ 
merce.  The  act  to  regulate  commerce  does  not  confer  upon  the  Com¬ 
mission  authority  to  make  an  order  affirmatively  requiring  a  railway 
carrier  to  deliver  carloads  of  interstate  commerce  to  a  connecting 
carrier.  The  Commisison  has  more  than  once  called  the  attention  of 
Congress  to  this  state  of  the  law.  Concerning  the  alleged  discrimina¬ 
tion  between  live  stock  and  dead  freight  it  is  said :  “  To  refuse  to  make 
deliveries  of  live  stock  is  a  hardship  to  that  species  of  traffic,  and  to 
make  deliveries  of  dead  freight  is  a  benefit  to  that  species  of  traffic; 
but  the  refusal  to  switch  live  stock  does  not  in  the  case  before  us  in 
any  respect  benefit  dead  freight.” 

Disposition  of  case. — Complaint  dismissed. 

/  * 

Docket  No.  625. 

Complaint. — Complaint  of  an  undue  and  unreasonable  prejudice 
and  disadvantage  to  shippers  at  Cincinnati,  Ohio,  by  a  regulation  of 
the  defendants  which  changed  the  hour  of  closing  their  freight  depots 
in  that  city  on  each  week  day  for  the  reception  of  outgoing  package 
freight  from  5  to  4.30  p.  m.  daily,  except  on  Saturday,  and  also 
changed  the  closing  hour  on  Saturday  from  1  to  12.30  p.  m. 

Facts. — Complainant  was  an  association  of  merchants,  manufac¬ 
turers,  and  shippers  doing  business  in  Cincinnati.  The  case  involved 
only  outgoing  package  freight  in  less  than  carload  lots.  Some  five  or 
six  years  preceding  the  complaint  the  defendant’s  closing  hour  in 
Cincinnati  for  outgoing  packages  was  5.30  p.  m. ;  subsequently  and 
up  to  November  1,  1901,  it  was  5  p.  m.,  except  on  Saturday,  when  it 
wTas  1  p.  m.  The  closing  hours  for  the  reception  of  outgoing  package 
freight  in  other  large  cities  in  the  Middle  West  were  at  the  time  the 
complaint  was  filed,  as  follows :  Indianapolis,  Milwaukee,  Louisville, 
Columbus,  Toledo,  Pittsburg,  and  Cleveland,  5  P-  m.,  Monday  to  Fri¬ 
day;  Chicago  and  Detroit,  5.30  p.  m.,  Monday  to  Friday.  The  clos¬ 
ing  hour  on  Saturday  in  the  several  cities  was  usually  at  4  or  5  p.  m., 
in  no  cases  earlier  than  3  p.  m.,  with  some  exceptions  during  the  sum¬ 
mer  months.  Trains  carrying  this  outbound  freight  leave  Cincinnati 
from  5.30  to  8  or  9  o’clock  p.  m.,  and  the  cars  must  be  closed  within 
from  15  to  30  minutes  before  the  time  for  departure.  Under  the  ex¬ 
isting  arrangements  defendants  are  able  twenty-nine  days  out  of 
thirty  to  load  out  all  package  freight  the  date  it  is  received.  The  volume 
of  package  shipments  from  Cincinnati  is  very  large  and  constantly 
increasing.  To  clear  daily  the  platforms  of  this  great  volume  of 
freight,  all  of  which  must  be  checked  and  waybilled,  the  carriers  find 
it  necessar}^  to  adopt  a  closing  hour  which  will  enable  the  performance 
of  the  necessary  labor  prior  to  the  departure  of  the  evening  trains, 
and  they  fix  the  present  hours  in  good  faith  to  accomplish  that  pur¬ 
pose.  By  closing  their  depots  one-half  hour  earlier  each  day  defend¬ 
ants  interfered  considerably  with  the  business  of  Cincinnati  mer¬ 
chants,  such  action  affecting  that  part  of  the  day  in  which  the  rush 
of  business  is  greatest,  preventing  the  filling  of  numerous  orders  re- 


758 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


ceived  by  the  later  afternoon  mails,  thereby  causing  a  delay  of  twenty- 
four  hours.  There  was  practically  no  complaint  of  delay  when  the 
closing  hour  was  5  o’clock.  The  regulation  complained  of  also  adds  to 
the  expense  of  some  merchants  who  do  their  own  teaming  by  re¬ 
quiring  an  additional  team  driver,  others  to  retain  the  business  of  cus¬ 
tomers  send  shipments  on  later  orders  by  express  at  additional  cost. 
There  is  strong  competition  at  Louisville,  Chicago,  St.  Louis,  Indian¬ 
apolis,  Columbus,  Toledo,  Pittsburg,  and  other  cities,  and  the 
inability  to  fill  orders  promptly  for  immediate  delivery  at  Cincinnati, 
because  of  the  earlier  depot-closing  hour,  resulted  in  the  loss  of  some 
of  the  quick-order  business.  This  might  affect  also  the  regular  trade 
between  the  Cincinnati  merchants  and  the  customers.  This  injurious 
effect  upon  the  Cincinnati  business  would  be  obviated  if  the  closing 
hours  at  Cincinnati  and  other  competing  localities  were  made  sub¬ 
stantially  the  same. 

Conclusion  of  the  Commission . — The  jurisdiction  of  the  Commission 
extends  to  a  case  of  alleged  unlawful  prejudice  and  disadvantage  to 
shippers  of  outbound  package  freight  through  enforcement  by  carriers 
of  a  regulation  providing  for  the  earlier  closing  of  depots  used  for  the 
reception  of  such  freight.  It  is  obvious  that  a  rule  for  early  closing, 
which  prevents  congestion  of  freight  in  the  receiving  depot,  is  as  much 
to  the  advantage  of  the  shipper  as  a  later  hour  would  be  in  enabling 
the  shipper  to  place  his  freight  in  the  depot.  “  The  carriers  are 
apparently  doing  the  best  they  can  in  their  present  circumstances,  and 
that  condition,  it  seems  to  us,  must  control  the  disposition  of  this  case.” 
The  circumstances,  however,  are  such  as  to  call  for  strenuous  efforts 
on  the  part  of  the  carriers  not  merely  to  clear  the  outbound  platforms 
each  da}L  but  also  to  prevent  any  hardship  to  shippers  through  their 
inability,  under  the  early-closing  rule,  to  compete  on  even  terms  with 
shippers  in  other  distributing  cities  for  the  business  involved  in  after¬ 
noon  orders.  “  While  under  the  circumstances  shown  in  this  case  we 
can  not  find  the  existing  disadvantage  to  the  Cincinnati  shippers 
unreasonable  or  undue,  it  may  become  so  if  the  present  condition  is 
continued  indefinitely,  and  although  the  present  complaint  must  be 
dismissed,  it  will  be  without  prejudice  to  any  further  necessary  pro¬ 
ceeding.” 

Disposition  of  case. — Complaint  dismissed  without  prejudice. 

Docket  No.  202. 

Complaint. — That  under  agreement  Wells,  Fargo  &  Co.  operate 
the  express  business  over  the  line  of  the  New  York,  Lake  Erie  and 
Western  Railroad;  that  almost  daily  packages  and  letters  are 
u  franked  ”  bv  express  over  said  line  with  the  consent  and  approbation 
of  the  railroad ;  that  said  railroad  receives  a  moiety  of  the  charges 
for  express  and  freight  carried  over  its  tracks,  and  that  said  rates  are 
unjust  and  unreasonable.  The  trains  are  run.  in  respect  to  conven¬ 
ience,  speed,  and  certainty,  so  as  to  compel  shippers  to  send  a  large 
proportion  of  the  most  valuable  property  by  express,  the  charges  in 
many  cases  amounting  to  nearly  one-half  of  the  value  of  goods  carried. 

Disposition  of  case. — On  December  19,  1889,  hearing  was  called  and 
petition  to  dismiss  complaint  was  granted.  Briefs  were  filed,  but 
apparently  no  testimony  taken.  Commission’s  memorandum  filed 
Januarv  is,  1890. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


759 


Docket  No.  340. 

Complaint . — That  defendant  unjustly  discriminates  against  com¬ 
plainant  by  refusing  to  transport  for  it  consignments  of  merchandise 
which  contain  packages  for  different  consignees  except  at  the  rate 
which  would  apply  on  such  packages  if  separately  consigned,  but  that 
it  does  take  such  shipments  for  the  United  States  Express  Company 
and  others. 

Disposition  of  case. — On  June  9,  1892,  complainant’s  counsel  filed 
motion  to  have  complaint  dismissed,  and  on  the  same  day  order  of 
dismissal  was  entered. 


Docket  No.  750. 

Complaint. — That  on  April  8,  1904,  65  cases  and  5  bundles  of 
paper  were  collected  from  several  mills  at  Holyoke,  Mass.,  combined 
into  one  carload  and  shipped  by  complainants,  acting  as  traffic  man¬ 
agers  for  the  mills,  to  one  consignee  at  New  York,  N.  Y. ;  that  de¬ 
fendant  refused  to  transport  this  carload  shipment  at  the  carload  rate 
of  $37.93,  but  charged  a  sum  greater  than  the  carload  rate,  amounting 
to  $55.18,  and  has  ever  since  refused  to  accept  freight  on  carload 
rates  offered  under  similar  circumstances. 

Disposition  of  case. — Demurrer  filed  by  defendant  May  14,  1904. 
No  further  proceeding  recorded. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  discrimination  in 
receiving,  en  route  and  on  delivery : 

REFUSAL  TO  RECEIVE  (OR  FORWARD). 

Refusal  to  receive  cars  for  haul  over  certain  line,  2397. 

Refusal  to  receive  cars  for  point  beyond  line,  1074,  3422. 

Refusal  to  receive  for  certain  destinations,  736,  1074,  2058,  2386. 

Refusal  to  receive  from  connecting  lines,  3331. 

Refusal  to  receive,  except  from  certain  line,  2486. 

Complaint  of  embargo,  2506. 

Refusal  to  receive  in  less  than  carload  lots,  879. 

Refusal  to  stop  refrigerator  cars  for  poultry,  etc.,  3350. 

Refusal  to  allow  cars  to  be  loaded  with  certain  freight  for  certain 
points,  2771. 

Refusal  to  receive  freight  to  be  reshipped  by  certain  consignees, 
1817. 

Refusal  to  accept  freight  unless  consigned  to  certain  party,  2594. 

Refusal  to  forward,  1682,  3379. 

Refusal  to  move  cars,  336,  461,  2835,  3230,  3374. 

Refusal  to  receive  certain  kinds  of  freight,  298,  519,  1043,  1590, 
2256,  2363,  2378,  3036,  3091,  3101,  3144. 

General  complaints  of  refusal  to  receive  or  to  ship,  145,  479,  556, 
584,  610,  626,  856,  965,  2395,  2467,  2656,  2779. 

DELAYS. 


Delay  in  connections,  1034. 

Delay  in  forwarding,  222. 
Dentention  of  freight  or  car,  765. 


760 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Delay  in  returning  empty  tank  cars  of  shippers,  2351,  2546. 

Delay  in  general,  724,  949,  979,  1601,  2132,  2513,  2823,  2955,  3238, 
3378.  3397. 

Delay  in  delivery,  42,  1060,  1090,  1614,  1678,  1712,  1836,  2451,  2456, 
2478,  2795,  2796,  2803,  2816,  2862,  2899. 

Delay  in  shipment,  162,  880,  1124,  1149,  1543, 1551,  1579, 1666,  1759. 
1765,  1777,  1787,  1874,  1880,  1882,  2049,  2062,  2064,  2069,  2084,  2086, 
2091,  2197,  2261,  2276,  2358,  2382,  2389,  2411,  2426,  2465,  2494,  2553, 
2567,  2583,  2631,  2713,  2716,  2769,  2846,  2945,  2926,  3123. 

TIME  ALLOWANCE  ;  DEMURRAGE  CHARGES. 

152,  318,  568,  1068,  1098,  2546,  1818,  1885,  1959,  1970,  2115,  2221, 
2307,  2387,  2412,  2487,  2556,  2730,  2797,  2985,  3123,  3212. 

Early  closing  of  depot,  2157. 

Car  rental  charge  in  addition  to  switching  charge,  3149. 

NONDELIVERY. 

Refusal  to  deliver,  291,  2260. 

Nondelivery  or  failure  to  deliver,  141,  190,  293,  362,  505,  2061,  2240, 
2325,  2871,  2904,  2940,  2943,  3251. 

MISCELLANEOUS. 


Diversion  of  cars,  2820. 

Failure  to  carry  out  shipping  instructions  to  hold  car,  340. 

Discrimination  in  carrying  packages  on  passenger  car,  476. 

Refusal  to  weigh  coal  at  destination,  3389. 

Failure  of  railroad  to  have  cattle  fed  while  in  transit,  2687. 

Revoking  privilege  of  inspecting  order  consignments,  2662. 

Docket  No.  466. 

Complaint. — That  the  defendants  in  imposing  terminal  charges  at 
the  Chicago  live-stock  market,  while  imposing  no  such  charges  at 
stock  markets  such  as  East  St.  Louis,  Kansas  City,  and  Omaha,  dis¬ 
criminates  against  Chicago  and  in  favor  of  these  localities;  that  upon 
dead  freight  consigned  to  or  taken  from  the  Union  Stock  Yards 
the  switching  charge  is  absorbed  by  the  defendants,  wherefore  the 
imposition  of  this  charge  is  a  discrimination  against  live  stock  as  a 
species  of  traffic,  and  in  favor  of  dead  freight. 

Facts. — The  facts  as  suggested  in  the  above  partial  statement  of  the 
complaint  were  substantially  established. 

Conclusion  of  the  Commission. — If  the  imposition  of  a  terminal 
charge  at  Chicago  was  just  and  reasonable,  the  fact  that  similar 
charges  were  not  imposed  by  the  defendants  at  either  competing  stock 
markets  referred  to  did  not  make  the  Chicago  charge  an  undue  pref¬ 
erence  under  the  third  section  of  the  act  to  regulate  commerce.  A 
carrier  may,  under  stress  of  competition,  absorb  a  terminal  charge 
upon  one  kind  of  merchandise  or  in  favor  of  one  locality  and  not  in 
favor  of  another,  unless  in  so  doing  he  is  guilty  of  an  undue  prefer¬ 
ence,  and  there  is  nothing  in  this  case  to  show  any  such  unlawful  con¬ 
duct  on  the  part  of  any  of  these  defendants. 

Disposition  of  case. — Case  disposed  of  on  other  points  than  those 
above  considered. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


761 


Docket  No.  434. 

Complaint. — Complaint  that  defendant  railroad,  in  violation  of 
section  3  of  the  act  to  regulate  commerce,  had  given  undue  and  un¬ 
reasonable  preference  to  complainant’s  competitors  in  both  the  mill¬ 
ing  and  grain  business,  in  that  it  had  refused  the  complainant  a  loca¬ 
tion  on  its  side  track  at  Mount  Vernon,  S.  Dak.,  which  it  granted  to 
grain  dealers  at  Mount  Vernon  and  elsewhere,  and  that  it  refused  a 
switch  to  complainant  which  it  had  granted  to  competitors  in  the 
same  business. 

Facts. — The  complainant  was  engaged  in  the  milling  and  grain 
business  at  Mount  Vernon,  S.  Dak.,  a  place  situated  on  the  defendant’s 
lines.  At  this  place  the  defendant’s  regular  side  track,  the  only  one 
there,  was  built  when  the  road  was  constructed.  Along  it  were 
located  warehouses,  grain  houses,  coal  houses,  etc.,  but  no  flouring 
mills.  Complainant,  before  erecting  his  flour  mill  in  Mount  Vernon 
in  1892,  made  application  to  defendant  for  permission  to  build  it  on 
defendant’s  station  grounds  and  along  its  side  track.  This  appli¬ 
cation  was  denied  by  the  defendant,  whereupon  complainant  built  a 
mill  on  its  own  ground  without  side-track  facilities.  No  evidence 
was  submitted  to  show  that  the  complainant  applied  for  location  of 
an  elevator  on  the  said  side  track  at  Mount  Vernon,  but  subsequent 
to  the  completion  of  his  mill  he  erected  an  elevator  adjacent  thereto 
on  his  own  ground,  and  afterwards  asked  defendant  for  a  side  track 
to  the  mill  and  elevator  at  the  defendant’s  cost.  The  defendant  re¬ 
plied  that  it  had  declined  for  some  years  past  to  construct  side  tracks 
to  flour  mills  except  at  the  expense  of  the  mill  owner,  but  to  construc¬ 
tion  on  these  terms  complainant  would  not  agree.  Not  enjoying 
side-track  facilities,  complainant  was  obliged  to  pay  the  sum  of  10 
cents  per  ton  for  grain  and  milled  products  shipped  and  15  cents  per 
ton  on  coal  received. 

While  there  was  no  flouring  mill  on  the  defendant’s  station  grounds 
at  Mount  Vernon,  Plankinton,  or  Mitchell,  there  was  such  a  mill, 
erected  in  1892,  located  on  the  defendant’s  ground  at  Parkston, 
S.  Dak.  It  was  not  on  the  main  side  track,  but  on  a  private  switch 
track,  built  after  the  erection  of  the  mill  to  connect  with  the  main 
track,  the  cost  of  this  side  track  being  borne  in  part  by  the  milling 
company  and  part  by  the  railroad  company.  As  to  the  conditions  at 
Plankinton,  the  evidence  shows  that  in  the  year  1884,  when  the  mill 
at  Plankinton  was  erected,  there  was  a  spur  track  already  in  existence 
about  18  or  20  feet  from  which,  and  on  its  own  ground,  the  Plankinton 
Mill  Company  erected  its  mill.  Subsequently  the  Plankinton  Mill 
Company  made  application  to  the  defendant  to  have  the  spur  track 
moved  in  closer  proximity  to  their  mill.  Defendant  at  first  refused, 
but  finally  the  proposition  was  accepted  upon  the  agreement  that  the 
mill  company  should  do  the  grading  and  the  railroad  company  fur¬ 
nish  the  rails  and  ties.  This  milling  company  at  Plankinton  paid 
the  defendant  nothing  for  switching  cars  to  and  from  its  mill  and 
elevator.  The  mill  at  Mitchell,  the  defendant  admits  in  its  answer, 
“  has  a  switching  track  leading  to  it  which  was  constructed  by  the 
defendant  at  its  cost  and  expense,”  the  reason  for  such  concession 
being  that  in  1884  Mitchell  was  a  very  small  place,  just  starting. 

Conclusion  of  the  C ommission. — Without  much  further  considera¬ 
tion  of  facts,  but  with  consideration  of  the  statute  of  South  Dakota 


762 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


regulating  the  construction  and  maintenance  of  side  tracks  from  ware¬ 
houses,  etc.,  with  the  terms  of  which  statute  so  far  as  they  concern 
application  for  side  track  and  offer  to  defray  expense  of  same  it  ap¬ 
peared  complainant  had  not  complied,  it  is  held  that  no  violation  of 
the  law  is  alleged  in  the  complaint,  as  shown. 

Disposition  of  case. — Complaint  dismissed. 

Docket  No.  527. 

Complaint. — That  defendant  was  guilty  of  unlawful  conduct  in  re¬ 
fusing  to  continue  the  delivery  of  hay  in  the  borough  of  Brooklyn, 
N.  Y.,  after  making  such  delivery  for  a  period  of  years. 

Facts. — The  complainant  was  an  unincorporated  association  deal¬ 
ing  in  hay,  having  places  of  business  in  vicinity  of  defendant’s  freight 
station  at  Brooklyn.  Prior  to  1888  defendant  had  no  public  freight 
station  in  Brooklyn,  but  in  March  of  that  year  erected  such  a  station 
at  which  for  a  period  of  years  all  classes  of  freight  were  delivered. 
The  method  of  delivery  was  as  follows:  Loaded  cars  on  reaching  the 
Jersey  City  terminus  of  the  road  wTere  transferred  to  lighters  or 
floats,  which  were  towed  across  the  harbor  to  Brooklyn  and  from 
which  the  cars  were  again  transferred  to  tracks  of  the  defendant  and 
placed  in  position  for  unloading.  This  constituted  what  was  called 
“  track  delivery.”  About  the  middle  of  August  the  defendant  dis¬ 
continued  the  delivery  so  far  as  carload  hay  was  concerned,  but  con¬ 
tinued  it  with  respect  to  all  other  merchandise,  its  justification  being 
the  enlarged  volume  of  business-  which  congested  the  freight  at  the 
Brooklyn  terminal.  The  defendant,  though  refusing  to  make  the 
track  delivery  of  hay,  continued  to  deliver  this  commodity,  or  offered 
to  deliver  it  by  lighter  “  alongside  ”  any  point  within  the  lighterage 
district  of  New  York,  a  service  which  it  was  bound  to  perform  by  the 
terms  of  its  published  regulations. 

Conclusion  of  the  C ommission. — It  being  found  that  because  of  the 
great  increase  of  the  business  for  Brooklyn  delivery  a  state  of  chronic 
congestion  had  resulted  at  the  Brooklyn  terminal,  and  it  being  found 
that  the  complaining  parties  were  not  denied  any  privileges  which 
other  Brooklyn  hay  dealers  enjoyed,  it  was  held  that  the  resulting  dis¬ 
crimination  against  the  article  of  carload  hay  was  not  “  unjust  ” 
within  the  meaning  of  the  act.  “  The  defendant  is  not  in  every  case 
under  legal  compulsion  to  furnish  the  same  terminal  facilities  for  all 
descriptions  of  traffic.  It  is  sufficient  if  reasonable  provision  is  made 
in  this  regard,  and  what  is  reasonable  in  the  given  instance  depends 
largely  upon  the  conditions  and  surroundings  of  the  particular  local¬ 
ity.  Under  such  circumstances  as  are  here  disclosed,  the  needs  of  the 
general  public  must  be  considered  and  the  carrier’s  action  adapted 
to  the  best  practicable  discharge  of  its  public  obligations.  The  rule 
of  the  greatest  good  to  the  greatest  number  fairly  applies.  If  all  can 
be  provided  with  desired  facilities,  the  plan  or  method  adopted  should 
be  the  one  affording  the  largest  public  accommodation  with  the  small¬ 
est  amount  of  individual  hardship.  This,  we  think,  has  been  done  in 
the  case  before  us.” 

Disposition  of  case. — No  violation  of  the  statute  having  been  shown, 
the  complaint  was  ordered  dismissed. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


763 


Docket  No.  663. 

Complaint . — That  defendant  was  guilty  of  unjust  discrimination  in 
failure  to  furnish  cars  for  conduct  of  complainant’s  business,  while 
furnishing  a  competitor  in  the  same  line  more  than  his  fair  propor¬ 
tion  ;  that  defendant  unloaded  coal  for  a  competitor  and  forced  com¬ 
plainant  to  go  ft)  the  outskirts  of  the  town  for  his  coal,  furnishing 
the  competitor  a  private  switch,  and  refusing  a  like  concession  to  the 
complainant,  illegal  practices  in  violation  of  the  act. 

Facts. — In  1896  complainant  came  from  New  Holland,  purchased 
a  grain  elevator  alongside  the  line  of  defendant’s  road,  a  siding  Avhere 
cars  were  loaded,  being  a  “  passing  siding  ”  of  defendant  company. 
Near  by  was  an  elevator  owned  by  a  competing  firm,  which  was 
situated  a  short  distance  from  the  main  line,  and  had  a  short  spur  sid¬ 
ing  on  which  it  received  loaded  grain  cars.  This  competing  firm,  by 
reason  of  having  been  engaged  in  the  operation  of  an  elevator  at  this 
point  two  or  three  times  as  long  as  complainant,  or  for  some  other  rea¬ 
son,  had  managed  to  control  the  greater  proportion  of  grain  elevated 
and  shipped  from  that  point  for  the  six  years  preceding.  During  the 
coal  strike  and  resulting  car  famine  in  the  winter  of  1902-3  an  em¬ 
bargo  was  placed,  November  17,  1902,  upon  the  shipment  of  grain  to 
Pittsburg  and  points  east  upon  the  Pennsylvania  line,  and,  subject 
to  certain  modifications,  was  not  entirely  removed  until  March  3, 
1903.  At  about  this  time  complainant  began  keeping  a  record  of 
cars  furnished  his  competitors.  It  wTas  found  that  from  November 
10,  1902,  to  February  1,  1903,  complainant  received  13  cars  and  his 
competitors  received  56  cars.  The  complainant,  having  no  idea  of  the 
destination  of  such  cars,  was  naturally  aggrieved;  but  it  appeared 
that  of  the  cars  received  by  his  competitors  25  were  for  local  points  on 
defendant’s  line,  where  the  embargo  did  not  apply  and  to  which 
complainant  had  no  shipments  to  make.  Complainant  admitted  in 
his  testimony :  u  I  asked  for  cars  to  go  east,  not  to  Chicago  and  Mount 
Vernon  points.”  Of  the  31  remaining  cars  7  were  foreign  cars  and 
were  destined  to  points  not  barred  at  the  time  by  the  embargo.  To 
these  points  complainant  had  no  shipments,  and,  therefore,  could  not 
use  the  cars.  Four  of  the  remaining  cars  had  been  offered  to  the  com¬ 
plainant  at  the  particular  time,  and  he  had  no  use  for  them,  and  they 
were  afterwards  given  to  his  competitor.  In  the  month  of  January, 
1903,  the  competing  elevator  shipped  24  cars;  of  these  21  were  local, 
and  complainant  testified  that  he  had  no  corn  sold  to  local  points  in 
January  and  did  not  ask  for  local  cars  in  that  month.  The  facts  con¬ 
cerning  the  alleged  discrimination  in  the  matter  of  facilities  for  re¬ 
ceiving  coal  were  such  as  to  give  the  Commission  no  jurisdiction, 
since  the  half  dozen  lots  of  coal  which  defendant  had  handled  in  the 
season  were  bought  in  New  Alexander,  Ohio,  and  sold  in  New  Hol¬ 
land,  Ohio,  and  were,  therefore,  not  interstate  traffic. 

Disposition  of  case. — It  appearing  that  there  was  no  unjust  dis¬ 
crimination  against  complainant,  or  facts  to  warrant  the  finding  of 
unjust  discrimination  in  the  matter  of  receiving  and  unloading  coal, 
complaint  was  dismissed. 

Docket  No.  532. 

Complaint. — That  whereas  defendant’s  charge  for  switching  cars 
containing  interstate  traffic  to  industries  on  its  line,  and  also  its 


764 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


switching  service  for  local  industries  or  manufactures  in  Detroit, 
is  $2  per  car,  still  the  said  defendant  has  demanded  and  received, 
under  protest,  from  complainant  the  sum  of  $5  for  this  service. 

Disposition  of  case. — Order  of  dismissal  entered  March  17,  1903. 

Docket  No.  733. 

Complaint. — That  grain  originating  west  of  the  Mississippi  River 
is  delivered  in  East  St.  Louis  at  elevators  located  upon  the  line  of 
the  Wiggins  Ferry  Company  and  at  the  McReynolds  &  Hall  ele¬ 
vators,  located  upon  the  lines  of  the  Mobile  and  Ohio  Railroad 
and  Southern  Railway,  for  the  same  rate  of  charge,  but  on  interstate 
shipments  of  grain  out  of  East  St.  Louis  a  switching  charge  is  im¬ 
posed  on  grain  from  elevators  on  the  property  of  the  Wiggins  Ferry 
Company,  and  not  on  grain  from  the  McReynolds  &  Hall  elevators. 

Disposition  of  case. — March  26,  1904.  This  case  appears  to  be 
pending,  the  last  entry  in  docket  being  the  filing  of  the  answer  of 
the  Louisville  and  Nashville  Railroad  Company  on  March  26,  1904. 

Docket  No.  769. 

Complaint. — That  defendant  refuses  to  give  complainants  increased 
railroad  facilities  at  their  mines  near  Barnesville,  Ohio,  although 
complainants  have  preferred  payment  to  cover  cost,  and  notwith¬ 
standing  defendant  grants  such  connections  to  other  coal  companies 
who  are  complainant’s  competitors. 

Disposition  of  case. — Hearing  at  Washington  October  18,  1904. 

Docket  No.  754. 

Complaint. — That  on  July  31,  1903,  the  Bluefield  Coal  and  Coke 
Company,  of  West  Virginia,  shipped  700  tons  of  coal  to  complainant 
at  Norfolk,  Va.,  for  reshipment  by  barges  to  final  destination  on 
account  of  contract  with  United  States  Government;  that  part  of 
this  shipment  was  delayed  in  transit  and  the  barge  was  compelled  to 
sail  August  10  with  short  cargo  to  avoid  demurrage  charges;  that 
by  unnecessary  delay  in  transit  and  failure  to  notify  complainant  of 
arrival  of  balance  of  reshipment  complainant  was  charged  an  un¬ 
necessary  and  unjust  demurrage  charge  at  Norfolk;  that  said  de¬ 
fendant  charges  the  independent  shippers  $20  for  the  use  of  wharf, 
which  privilege  is  given  free  of  charge  to  the  Pocahontas  Coal  and 
Coke  Company,  which  company  was  largely  owned  and  controlled 
by  defendant,  which  competing  company  is  also  exempt  from  all 
demurrage  charges^  all  of  which  is  an  unjust  discrimination  against 
complainant. 

Decision  of  case. — This  was  assigned  for  hearing  May  31,  1905. 
On  May  25,  1905,  the  assignment  was  canceled  and  the  hearing  post¬ 
poned  indefinitely. 

Docket  No.  778 

Complaint. — That  complainant  has  constructed  about  one  mile  of 
side  tracks  along  the  line  of  defendant’s  road  for  shipping  coal  from 
its  lines,  nearing  Belington,  W.  Va.,  but  defendant  refuses  to  make 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


765 


the  necessary  switch  connections,  and  that  such  connections  have 
been  furnished  to  complainant’s  competitors,  thereby  discriminating 
against  complainant  in  favor  of  cempetitors,  in  violation  of  section 
3  of  the  act. 

Disposition  of  case. — Joint  answer  of  defendants  filed  October  26, 
1904,  this  being  the  last  entry  on  the  docket. 

Docket  No.  812. 

Complaint. — That  complainant,  owner  of  about  4,300  acres  of  coal 
land  lying  along  the  line  of  defendant’s  railroad,  has  arranged  to 
build  a  tipple  and  equipment  for  the  operation  of  said  mines  about 
4,000  feet  from  defendant’s  line  of  road,  and  has  provided  way  for 
siding;  that  defendants  own  stock  in  various  companies  in  competi¬ 
tion  with  complainants,  and  for  this  reason  have  repeatedly  refused 
and  still  refuse  to  build  the  siding  or  switching  connection  or  permit 
it  to  be  built,  even  at  the  expense  of  the  complainant. 

Disposition  of  case. — Hearing  at  Washington  June  5,  1905,  and 
briefs  filed,  the  last  entry  being  an  entry  of  the  filing  of  defendant’s 
reply  brief  on  July  12,  1905. 

Docket  No*  829. 

Complaint. — That  defendant  refuses  to  deliver  shipments  of 
dressed  beef  and  pork  products  consigned  to  him  at  the  Canal  street 
yard  at  Providence,  R.  I.,  but  persists  in  delivering  such  shipments 
at  the  West  yard,  1^  miles  distant  from  complainant’s  place  of  busi¬ 
ness,  while  at  the  same  time  delivering  similar  shipments  at  the  Canal 
street  yard  to  other  consignees,  thereby  discriminating  against  com¬ 
plainant. 

Disposition  of  case. — Answer  of  defendant  filed  August  1,  1905. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  the  subject  of  dis¬ 
crimination  in  depot,  platform,  and  track  facilities: 

Complaint  that  a  given  place  is  without  shipping  facilities,  2224, 
3392. 

Request  that  railroad  be  compelled  to  build  depot  and  keep  it 
open,  527. 

Discrimination  in  switching,  146,  1086,  1989. 

Illegal  switching  charges,  2758,  3440. 

Excessive  switching  charges,  312,  334,  3351,  3398. 

General  complaints  of  switching  charges,  523,  1085,  1537,  2539, 
2830,  3085. 

Refusal  to  place  cars  on  side  track,  192,  2919,  3011,  3445. 

Track  facilities,  2886. 

Complaint  as  to  putting  in  switch  or  side  track,  2080,  2288,  2462. 

Complaint  as  to  elevator  facilities,  143,  921,  1071,  1100,  2130,  2493, 
2785. 

Terminal  charges,  478,  2220,  3376. 

As  to  right  of  a  new  railroad  to  use  facilities  of  union  railway 
depot,  1830. 

Limiting  rights  of  draymen  to  solicit  business  at  depots,  2128,  3037. 


766 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Docket  No.  149. 

Complaint. — That  defendant  company  had  discriminated  against 
the  city  of  Ionia,  Mich.,  in  giving  free  cartage  to  competitors  of  the 
road  at  Grand  Rapids,  while  denying  a  like  service  to  competitors 
at  Ionia.  It  was  claimed  that  this  was  equivalent  to  a  special  rate  or 
rebate  equal  to  the  cost  of  the  cartage;  that  it  exacted  a  greater  com¬ 
pensation  for  the  transportation  of  like  kinds  of  property  for  a 
shorter  than  for  a  long  haul,  and  that  it  gave  an  undue  and  unreas¬ 
onable  preference  and  advantage  to  Grand  Rapids. 

Facts. — Complainants  were  copartners  doing  business  as  retail 
merchants  in  the  city  of  Ionia,  Mich.  They  purchased  goods  at  Phila¬ 
delphia,  New  York,  Boston,  and  points  east  of  Detroit.  Shipments 
of  freight  from  points  east  of  Detroit  were  delivered  to  respondents’ 
road  at  the  city  of  Detroit  and  transported  over  its  line  of  railway, 
passing  through  the  city  of  Ionia  before  they  reached  Grand  Rapids. 
Ionia  was  thus  a  shorter  distance  from  Detroit  than  Grand  Rapids. 
The  defendant  at  its  own  expense  provided  cars  and  trucks  at  Grand 
Rapids  for  the  transportation  of  freight  generally,  as  well  as  freight 
consigned  from  points  east  of  Detroit,  between  its  stations  at  Grand 
Rapids  and  the  place  of  business  of  patrons  of  the  road.  This  service 
was  not  furnished  to  complainants  or  other  merchants  and  patrons 
of  its  road  at  Ionia.  The  service  at  Grand  Rapids  had  been  open 
for  a  long  time.  The  position  of  the  defendant  company  was  com¬ 
petition  at  Grand  Rapids;  its  station  in  Grand  Rapids  was  much 
farther  from  business  houses  than  its  station  at  Ionia  was  from  the 
business  houses  of  that  city.  Respondent  had  engaged  in  the  prac¬ 
tice  of  free  cartage  for  a  period  long  prior  to  the  time  when  either  of 
its  rival  railroads  was  constructed  at  that  place.  The  actual  cost  of 
carting  free  from  the  respondents’  warehouses  in  Ionia  to  several 
places  in  Ionia  from  which  traffic  was  hauled  was  2  cents  per  hun¬ 
dredweight. 

Conclusion . — A  majority  of  the  Commission  held  that  the  practice 
of  the  respondent  company  was  in  violation  of  the  long  and  short  haul 
clause  of  the  act  to  regulate  commerce,  the  opinion  saying:  “The 
complainant  will  be  sustained  on  that  ground  and  order  will  be  en¬ 
tered  accordingly  without  expressly  passing  upon  other  points  raised.” 

Two  Commissioners  concurred  in  the  foregoing  with  the  addition 
that  “  the  free  cartage  service  rendered  by  the  respondent  at  Grand 
Rapids  is  unlawful  on  the  further  ground  that  it  is  in  effect  a  device 
for  receiving  less  than  the  established  tariff  rate  to  and  from  that 
point.”  The  cartage  service  is  a  service  in  connection  with  the  trans¬ 
portation,  and  is  in  effect  an  indirect  rebate  from  the  rate  to  the  extent 
of  the  value  of  the  cartage.  One  Commissioner  dissented. 

Disposition  of  case. — Ordered  that  respondents  cease  from  violation 
of  the  law  as  found  in  the  opinion,  consisting  in  furnishing  free  cart¬ 
age  to  and  from  its  station  at  Grand  Rapids,  Mich.,  for  freight  carried 
on  its  road.  Order  not  complied  with.  The  Supreme  Court  held  the 
order  in  this  case  to  be  unlawful. 

Docket  No.  197. 

Complaint. — Petitioner,  a  corporation  engaged  in  the  manufacture 
of  flour  at  East  St.  Louis,  complained  that  its  business  in  that  regard 
was  discriminated  against  by  the  defendant  carriers  in  favor  of  St. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


767 


Louis  manufacturers  of  the  same  commodity,  in  that  the  carriers  per¬ 
mitted  the  St.  Louis  shippers  to  deliver  their  freight  at  places  or 
stations  whence  it  would  be  transported  to  the  receiving  depot  of  the 
St.  Louis,  Alton  and  Terre  Haute  Railroad  at  East  St.  Louis  at  the 
expense  of  the  defendant;  the  rate  from  St.  Louis,  including  the 
amount  paid  to  the  carriers  and  the  transfer  companies,  being  the  same 
as  that  charged  to  the  complainant  and  other  shippers  from  East  St. 
Louis  to  the  same  destinations,  whereas  the  complainant  did  not 
receive  like  or  equivalent  cartage  or  local  transportation  facilities. 

Facts. — Petitioner's  mill  was  situated  about  one-half  mile  from  the 
receiving  station  of  the  St.  Louis,  Alton  and  Terre  Haute  Railroad  at 
East  St.  Louis,  which  company  maintained  a  side  track  contiguous  to 
the  mill  property.  The  petitioner  delivered  flour  in  two  ways,  first, 
by  sending  the  flour  by  team  to  the  receiving  station  at  East  St.  Louis, 
at  a  cost,  it  is  claimed,  of  6  cents  per  barrel;  or,  second,  by  loading  it 
on  the  cars  of  the  railroad  company,  which  were  switched  to  and  over 
its  siding  free  of  charge,  the  cost  for  loading  at  the  siding  being  about 
3  cents  per  barrel.  In  addition,  complainant  was  required  to  clean 
and  repair  the  cars,  and  load  them  according  to  stations — that  is,  so 
that  the  freight  destined  for  the  nearest  station  is  placed  on  the  for¬ 
ward  part  of  the  train,  that  for  intermediate  stations  in  the  middle, 
and  that  for  the  most  remote  stations  in  the  rear  of  the  train.  The  St. 
Louis  millers  shipped  flour  by  defendant’s  roads  to  the  same  points 
as  complainant,  making  their  delivery  in  St.  Louis,  from  where 
it  is  taken  to  the  railroad  station  in  East  St.  Louis  in  one  of  the  three 
following  ways:  First,  by  rail  from  the  station  of  the  Terminal  Rail¬ 
road  Association  of  St.  Louis ;  second,  by  wagons  from  the  station  of 
the  St.  Louis  Transfer  Company;  third,  by  wagons  from  the  doors  of 
their  mills,  the  wagons  employed  being  those  of  the  St.  Louis  Trans¬ 
fer  Company.  The  railroads,  except  in  case  the  wagons  of  the  trans¬ 
fer  company  take  the  flour  from  the  mills  at  St.  Louis,  bear  the  entire 
expense  of  transferring  the  same  from  the  stations  in  St.  Louis  to  the 
railroad  station  in  East  St.  Louis,  and  at  an  expense  of  either  4  cents 
or  8  cents  per  barrel,  according  to  the  method  of  transfer.  When  the 
method  of  transfer  entirely  by  wagon  is  employed,  the  shipper  paid 
one  half  of  the  transfer  charges,  or  4  cents  a  barrel,  the  railroad  corn- 
pan}7  paying  the  other  half.  It  results  from  these  facts  that  the  rail¬ 
road  companies  receive  less  for  a  shipment  of  flour  originating  in  St. 
Louis  than  in  East  St.  Louis. 

Conclusion  of  the  Commission. — Defendant  having  treated  the 
cities  of  St.  Louis  and  East  St.  Louis  as  a  single  business  community, 
can  not  complain  if  this  case  is  determined  upon  that  theory.  Upon 
consideration  of  all  the  circumstances  in  the  case,  both  those  to  the 
advantage  of  the  complainant  and  those  to  his  disadvantage,  it  is 
held  that  in  order  to  be  put  on  an  equality  of  treatment  with  the  St. 
Louis  shippers,  he  is  entitled  to  an  order  allowing  him  a  reduction  of 
6  cents  per  barrel  on  the  rates  which  may  be  in  force,  as  long  as  the 
defendants  charge  that  amount  of  cartage  to  other  millers,  on  all 
flour  destined  to  points  outside  the  State  which  the  initial  carriers 
request  the  petitioner  to  haul  to  its  station,  or  which  the  petitioner  is 
compelled  to  haul  there  by  reason  of  proper  cars  not  being  furnished 
on  the  side  track  contiguous  to  his  mill.  “  For  the  carrier  to  pay  the 
larger  expense  of  transportation  of  a  remote  shipper’s  merchandise 
to  the  station  and  not  to  pay  the  less  expense  of  the  nearer  shipper's 


768 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


merchandise  would  be  equivalent  to  a  rebate  to  the  former,  the  rail¬ 
road  service  proper  being  the  same  to  each  and  at  the  same  rate.” 
Requirement  for  the  petitioner  to  clean  and  repair  cars  in  order  to 
put  them  in  a  proper  condition  for  shipment  of  flour,  held  to  be  unrea¬ 
sonable.  Requirements  that  petitioner  shall  load  according  to  sta¬ 
tions,  held  not  to  be  unreasonable,  because  of  the  compensating  ad¬ 
vantages  for  the  trouble  and  expense  to  which  he  was  put  in  so 
loading. 

Disposition  of  case. — Order  in  accordance  with  the  above  findings 
and  conclusion.  Order  complied  with. 

Docket  No.  496. 

Complaint. — That  defendants  unjustly  discriminate  against  ship¬ 
pers  and  consignees  of  freight  and  otherwise  violate  the  act  to  regu¬ 
late  commerce,  as  follows :  By  affording  free  storage  of  freights  in 
various  ways  for  some  shippers  but  not  for  others ;  by  failing  to  col¬ 
lect  demurrage  charges  on  cars  detained  by  favored  shippers  or  con¬ 
signees  and  exacting  such  charges  from  others;  by  storing  only  for 
some  concerns  large  quantities  of  freight  consigned  to  shippers  at 
destination  and  making  delivery  thereof  in  small  lots  to  persons  desig¬ 
nated  by  the  shipper,  or  forwarding  from  similar  lines  over  its  own 
or  other  lines  to  various  points  under  direction  of  the  shipper;  by 
assuming  expenses  of  unloading,  loading,  and  cartage  for  some  per¬ 
sons  and  not  for  others ;  by  failure  to  include  in  their  published  and 
filed  schedules  the  above-stated  privileges  of  free  storage,  free  car 
service,  free  delivery  of  stored  freight  upon  shipper’s  order  to  differ¬ 
ent  consignees,  or  forwarding  of  special  lots  of  freight  from  quan¬ 
tities  stored. 

Facts. — F acts  true  of  carriers  in  general :  Common  carriers  by  rail¬ 
road  in  the  United  States  have  never  followed  a  general  custom  of 
permitting  their  freight  depots  to  be  used  for  storage  or  general  ware¬ 
house  purposes,  or  of  allowing  their  cars  to  be  retained  in  the  posses¬ 
sion  of  shippers  or  consignees  beyond  a  reasonable  time  for  loading 
or  unloading  freight.  Specific  regulations  are  published  for  the  pur¬ 
pose  of  preventing  such  things.  Shipments  generally  are  made  and 
received  under  the  conditions  thereby  imposed,  and  in  the  belief  that 
if  they  are  not  observed,  the  penalty  stated  will  be  enforced.  Re¬ 
laxation  of  these  rules  results  in  special  advantages  to  consignees  and 
shippers,  making  it  possible  sometimes  for  them  to  sell  small  lots 
of  goods  delivered  at  destination  without  paying  less  than  carload 
charges  thereon,  except  upon  reshipment  from  the  point  of  concen¬ 
tration;  to  have  the  railway  agent  of  the  warehouse  manager  under 
railway  control  act  as  forwarding  agent  without  charge;  to  compete 
with  wholesale  merchants  in  various  sections  without  the  cost  of 
warehousing,  cartage,  and  some  other  expenses  necessarily  involved 
in  the  carrying  on  of  the  locally  established  enterprise.  The  general 
rules  referred  to  and  in  effect  upon  defendant  lines  and  railroads 
are  not  invariably  in  force.  They  are  waived  usually  when  ap¬ 
plication  is  made  by  shippers  or  consignees.  On  some  roads  it  is 
claimed  that  the  waiver  is  in  no  instance  refused  when  aplied  for, 
but  it  is  not  shown  that  the  privileged  are  commonly  known  or  the 
method  of  obtaining  them  generally  understood. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES.  769 

_  Storage  is  granted  in  various  ways.  In  some  cases  shippers  con¬ 
sign  to  their  own  order.  Bv  arrangement  with  the  carrier  the 
freight  is  kept  in  the  car,  freight  house,  or  some  warehouse  which 
carrier  controls,  and  upon  orders  of  the  shipper  issued  from  time  to 
time  it  is  delivered  by  the  carrier  or  warehouse  agent  to  designated 
persons.  Such  facilities  of  storage,  handling,  cartage,  distribution, 
and  reshipment  of  less  quantities  substantially  provide  the  shipper 
“with  branch  business  houses  in  large  cities.”  Facts  are  also  given 
concerning  the  practice  at  particular  places  and  by  particular  roads. 

Conclusion  of  the  C ommission. — Some  shippers  or  consignees  are 
substantially  forced  to  move  their  freight  promptly,  while  others 
use  freight  houses  or  cars  for  specified  or  indefinite  periods  without 
charge.  Under  the  practices  shown  discriminations  and  unlawful 
abuses  are  not  merely  practicable,  but  are  actually  invited.  “  Dis¬ 
tributing  consignments  in  part  lots  to  different  subsequently  desig¬ 
nated  persons,  reshipping  upon  shipper’s  order  parts  of  consignments 
held  in  store,  suspending  collection  of  charges  for  use  of  cars  beyond 
specified  reasonable  periods  of  time  after  such  cars  have  been  placed 
for  loading  or  unloading  by  shippers  or  consignees,  and  all  kindred 
concessions  come  within  the  same  requirements  of  impartiality  and 
publication.” 

Disposition  of  case. — General  order  requiring  carriers  to  state  in 
their  tariffs  what  free  storage  is  granted  and  the  terms  and  conditions 
under  which  it  will  be  granted. 

Docket  No.  632. 

That  on  shipments  of  barrels  of  sugar,  which  remained  in  defend¬ 
ant’s  depot,  complainant  was  charged  and  compelled  to  pay  storage 
amounting  to  a  sum  stated,  alleged  to  be  in  violation  of  sections  2 
and  3  of  the  act ;  that  neither  the  said  charge  of  1  cent  per  100  pounds 
per  day,  nor  any  charge  for  storage,  is  published  by  the  defendant 
in  violation  of  section  6  of  the  act. 

Facts. — Complainant  shipped  five  barrels  of  sugar  from  New  Or¬ 
leans,  La.,  to  Macon,  Ga.  Owing  to  misunderstanding  as  to  the 
terms  on  some  of  the  sugar,  consignment  remained  in  defendant’s 
depot  at  Macon  about  two  months  beyond  the  time  limit  allowed  by 
the  defendant  and  a  storage  charge  of  $11.85  was  laid  upon  the  sugar, 
the  payment  of  which  was  exacted  upon  the  delivery  of  the  shipment. 

The  defendant  published  through  a  southeastern  car-service  asso¬ 
ciation,  and  filed  with  the  Interstate  Commerce  Commission,  rates 
and  regulations  for  storage  prescribed  by  the  Georgia  railroad  com¬ 
mission,  and  adopted  by  the  railway  company  in  its  practice.  The 
storage  charges  assessed  were  in  accordance  with  the  rules  of  the 
Southeastern  Car  Service  Association.  The  object  of  this  associa¬ 
tion  in  fixing  its  schedule  of  rates  was  to  induce  or  compel  consignees 
to  unload  cars  promptly  and  remove  freight  from  the  depots  as  speed¬ 
ily  as  possible.  Such  charges  were  not  made  for  purposes  of  revenue, 
because  when  freight  is  handled  and  rehandled,  as  it  must  be  in  cases 
of  congestion,  the  expense  is  greater  than  the  income  derived  from 
storage.  The  New  Orleans  Car  Service  Association  fixes  a  tariff  for 
storage  in  New  Orleans,  affecting  all  roads  entering  that  city.  These 
rates  are  lower  than  those  of  the  Southeastern  Car  Service  Associa- 


S.  Doc.  244,  59-1 


49 


770 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


tion.  Complainant  calculates  that  had  the  storage  on  his  shipments 
been  assessed  in  accordance  with  the  New  Orleans  Car  Association 
tariff  instead  of  the  southeastern  the  total  charges  to  be  paid  thereon 
would  have  been  less. 

Conclusion  of  the  Commission. — A  railroad  freight  depot  and  a 
public  storage  warehouse  are  buildings  whose  uses  are  wholly  dis¬ 
similar.  The  former  is  built  to  accommodate  current  business  of  the 
railroad  when  expeditiously  handled,  and  affords  no  facilities  for 
storing  during  long  periods  of  time.  The  storage  warehouse  is 
especially  designed  for  storage  purposes.  The  charge  for  storage  in 
the  railroad  depot  may  properly  be  made  higher  than  the  public 
warehouse  charge,  with  the  object  of  compelling  the  expeditious 
removal  of  freight.  The  rates  and  regulations  adopted  by  the  de¬ 
fendant  are  properly  published.  There  is  no  complaint  that  the  re¬ 
quired  notice  was  not  served  upon  the  consignee,  that  the  storage 
charges  were  not  advanced  under  the  rules,  and  it  is  assumed,  there¬ 
fore,  that  the  required  notice  was  given.  And  it  is  held  that  the 
rates  and  regulations  as  to  storage  in  depots  prescribed  by  the  de¬ 
fendant  are  not  violative  of  the  act  to  regulate  commerce.. 

Disposition  of  case. — Order  of  dismissal  entered  June  29,  1904. 

Docket  No.  321. 

Complaint. — That  defendants  discriminate  against  merchants  of 
Toledo,  Ohio,  and  charge  less  freight  rates  than  are  published  in  their 
tariff  schedules  for  transportation  to  and  from  Detroit,  Lansing,  Jack- 
son,  Battle  Creek,  and  Grand  Rapids,  Mich.,  by  giving  free  cartage  of 
freights  to  and  from  their  depots  or  stations  at  said  last-named 
points  and  refusing  to  afford  such  free  cartage  of  freights  at  Toledo. 

Disposition  of  case. — Hearing  had  on  May  17,  1892.  On  June  9, 
1892,  the  Lake  Shore  and  Michigan  Southern  Railway  filed  its  brief,  , 
and  on  June  26  complainant’s  counsel  gave  notice  that  it  did  not  care 
to  file  reply  to  brief. 

Docket  No.  552. 

Complaint. — Investigation  on  order  of  Commission  into  practice 
of  granting  special  rates,  rebates,  drawbacks,  elevator  allowances, 
commissions,  or  by  other  devices,  charging,  receiving,  and  retaining 
less  than  the  rates  lawfully  in  effect  for  the  interstate  transportation 
of  corn  and  grain  in  carloads  to  Buffalo  and  Pittsburg  and  other 
eastern  destinations  from  shipping  points  in  the  State  of  Ohio. 

Facts. — Hearing  was  had  at  Toledo,  Ohio,  on  April  5,  1899,  and,  it 
appearing  that  certain  railroad  companies  not  originally  defendants  / 
in  this  proceeding  were  giving  free  use  of  elevators  upon  their  respec¬ 
tive  lines,  it  was  ordered  that  they  be  made  additional  defendants,  the 
order  being  entered  on  April  12,  1899. 

Disposition  of  case. — Last  proceeding,  according  to  the  docket,  was 
the  receipt  and  filing  of  an  answer  by  one  of  the  defendant  railroad 
companies. 

Docket  No.  821.  j 

Complaint. — Investigation  ordered  by  Commission,  it  appearing 
that  respondent  has  been  and  is  providing,  for  a  nominal  rental,  a 
building  for  storage  for  one  or  more  firms  in  St.  Louis  and  consignees 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


771 


and  commission  merchants  in  the  fruit  and  produce  trade,  while  re¬ 
fusing  like  storage  to  other  firms  in  a  similar  business. 

Disposition  of  case . — Pending. 


INFORMAL  COMPLAINTS. 


The  following  informal  complaints  bear  upon  discrimination  in 
storage  and  drayage : 

Free  storage,  1679. 

Storage  violations,  2330,  2866. 

Storage  rates,  2164,  2828,  2933. 

Refusal  to  store,  561. 

Cartage,  1,  2915,  3381. 


Docket  No.  590. 

Complaint. — That  defendant  for  more  than  five  years  last  passed 
has  charged  and  received  from  complainant  on  shipments  of  fruit 
and  vegetables  from  points  in  Louisiana  and  other  States  named 
greater  compensation  than  was  specified  in  the  published  schedules 
of  rates  and  charges,  and  greater  than  was  charged  other  consignees 
on  or  for  similar  shipments.  It  is  also  complained  that  defendant 
company  refused  to  unload  at  Chicago  shipments,  when  consigned 
to  complainant,  or  furnish  proper  platform  and  warehouse  facili¬ 
ties  as  are  provided  and  furnished  other  consignees. 

Disposition  of  case. — Hearings  were  had,  briefs  were  filed,  and  on 
August  21,  1902,  order  of  dismissal  was  entered. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints  bear  upon  discriminations  in 
loading  and  unloading. 

That  railroad  refuses  to  load,  2918. 

Loading  facilities,  734,  2334. 

Unloading  while  in  transit,  1803,  2333. 

Additional  charge  for  loading  in  certain  way,  2545. 

Docket  No.  409. 

Complaint. — That  defendant  companies  had  imposed  unreasonable 
and  excessive  rates  that  resulted  in  undue  or  unreasonable  prejudice 
or  disadvantage.  Incidentally  the  question  of  stoppage  in  transit  for 
the  purpose  of  trying  the  market  was  considered,  and  for  the  sake 
of  this  consideration  the  case  is  here  included. 

Conclusion  of  the  C ommission. — Concerning  the  question  of  stop¬ 
page  in  transit  the  Commission  said :  “  The  charge  was  made  at  the 
hearing  and  urged  in  argument,  but  not  set  forth  in  the  complaint, 
that  Omaha  is  unjustly  discriminated  against  because  on  shipments  of 
cattle  from  Texas  to  Chicago  under  a  through  bill  of  lading  and  a 
through  rate  the  privilege  of  stopping  in  transit  or  unloading  and 
trying  the  intermediate  market  and,  if  not  found  satisfactory,  of 
reloading  and  shipping  to  Chicago  at  the  balance  of  the  through 
rate  is  allowed  at  Kansas  City  and  St.  Joseph  on  such  shipments 
via  those  cities,  but  is  not  permitted  to  Omaha  in  case  shipments  are 


772 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


made  via  Omaha.  This  privilege  of  ‘  stoppage  in  transit '  is  anal¬ 
ogous  in  character  to  that  of  ‘  milling  in  transit,’  and  the  question  as 
to  its  lawfulness  is  one  of  difficulty  and  importance.  As  it  is  not 
put  in  issue  in  the  pleadings,  we  can  not  authoritatively  determine 
it  in  this  case,  and  deem  it  our  duty  to  refrain  from  any  expression 
of  opinion  until  the  question  is  regularly  raised  and  fully  discussed 
in  all  its  bearings.  It  may  be  said,  however,  that  if  the  privilege  be 
lawful,  the  granting  of  it  to  one  locality  and  denial  of  it  to  another 
under  substantially  similar  circumstances  would  be  an  unjust  dis¬ 
crimination  against  the  latter.” 


Docket  No.  498. 

Complaint. — That  defendant  carriers  did  not  establish  rates  upon 
both  compressed  and  uncompressed  cotton,  but  only  upon  cotton,  and 
that  from  this  fact  prejudice  resulted  to  shippers  of  that  commodity; 
that  the  practices  attendant  upon  the  shipment  of  “  floating  ”  cotton 
resulted  prejudicially  to  certain  shippers  and  places.  This  case  is, 
primarily,  a  case  of  discrimination  in  the  published  tariffs,  but  inas¬ 
much  as  it  involves  the  question  of  stopping  off  in  order  to  secure 
some  special  service,  a  practice  out  of  which  discriminations  other 
than  those  appearing  upon  the  face  of  the  published  tariffs  might 
arise,  it  is  here  included  in  so  far  as  it  involves  the  practice  of  floating 
cotton. 

Facts. — In  the  practice  of  floating  cotton  the  essential  transporta¬ 
tion  feature  is  the  carrying  of  cotton  to  a  compress,  receiving  it  again 
in  a  compressed  state,  and  transporting  it  to  destination  at  the 
through  rate  in  force  from  the  point  of  origin.  The  cotton  was 
graded  as  well  as  compressed  at  the  point  of  stoppage,  the  destination 
of  the  cotton  was  usually  changed  at  the  compress  point,  its  identity 
as  a  shipment  was  not  preserved  at  such  point,  and  the  ownership  of 
the  cotton  might  change  at  the  compress  station. 

Conclusion  of  the  Commission. — This  method  of  handling  cotton 
results  in  a  saving  to  the  carrier,  a  benefit  to  the  grower  and  aids  the 
purposes  of  the  act  to  regulate  commerce  to  secure  as  good  a  rate  for 
the  small  intermediate  points  as  for  the  more  distant  competitive 
points.  “We  are  of  the  opinion,  and  hold  that  the  carrier  may,  as  a 
part  of  the  contract  for  through  shipment,  allow  the  merchandise  to 
be  stopped  off  for  the  purpose  of  undergoing  treatment  like  that  in¬ 
volved  in  this  case.  That  privilege,  of  course,  enters  into  and  becomes 
a  part  of  the  service  covered  by  the  road,  and  should  be  specified  in 
the  published  tariff.”  Case  distinguished  from  the  case  entitled  “  In 
the  Matter  of  Alleged  Unlawful  Rates  and  Practices  in  the  Trans¬ 
portation  of  Grain  and  Grain  Products  by  the  Atchison ,  Topeka  and 
Santa  Fe  Railway  Company ,  and  others  (7  I.  C.  C.,  240)  :  “  Nothing 
can  more  clearly  show  the  difference  between  that  case  and  the  one  un¬ 
der  consideration  than  a  comparison  of  the  above  language  (quotation 
having  been  made  to  the  case  referred  to)  with  the  facts  in  the 
present  case.  Such  comparison  will  show  that  not  a  single  essential 
element  relied  upon  as  determinative  of  that  case  is  to  be  found  in  the 
case  under  discussion.  There  the  grain  was  uniformly  shipped  upon 
a  local  bill  of  lading  to  Kansas  City;  here  the  cotton  starts  upon  a 
through  bill  of  lading,  and  may  always  do  so;  there  no  definite  pur¬ 
pose  existed  to  carry  the  grain  beyond  Kansas  City;  here  not  only  is 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


773 


there  such  a  purpose,  but  it  is  absolutely  certain  that  the  cotton  must 
go  beyond  the  compress  point.  The  object  of  the  owner  of  the  grain 
was  simply  to  take  it  to  Kansas  City  for  the  purpose  of  disposing 
of  it  there;  the  object  of  the  owner  of  the  cotton  is  to  stop  it  otf  for 
the  sole  purpose  of  grading  and  compressing,  that  it  may  be  sent 
forward  to  market.  That  grain  was  in  no  possible  sense  tempo¬ 
rarily  in  Kansas  City  in  transit  upon  a  through  shipment.  This 
cotton  is  in  no  possible  construction  at  the  compress  point  for  any 
other  purpose  than  a  temporary  one  in  transit.” 

Disposition  of  case. — No  order. 

Docket  No.  377. 

Complaint. — That  defendant  unjustly  discriminates  against  millers 
at  New  Ulm,  Minn.,  by  charging  a  penalty  of  2-J  cents  per  100  pounds 
pn  grain  milled  in  transit  at  that  point. 

Disposition  of  case. — No  hearing.  Complaint  dismissed  Novem¬ 
ber  15,  1895. 

Docket  No.  398. 

Complaint. — That  defendants  refused  to  complainant  the  u  stop 
off  ”  for  milling  in  transit  privileges,  at  Cohocton,  N.  Y.,  which 
they  allow  competitors  at  the  same  point. 

Disposition  of  case. — Case  was  assigned  for  hearing,  but  no  hear¬ 
ing  was  had,  it  being  postponed  January  8,  1895,  to  a  time  to  be  fixed 
by  the  Commission.  On  June  3,  1895,  an  order  dismissing  com¬ 
plaint  was  entered. 

Docket  No.  439. 

Complaint. — That  defendant  subjects  complainant  to  unjust  dis¬ 
crimination  by  granting  the  Narragansett  Milling  Company  and  re¬ 
fusing  complainant  the  privilege  of  milling  in  transit;  that  is,  the 
right  to  pay  a  single  through  rate  from  points  outside  the  State 
of  Rhode  Island  to  final  point  of  delivery,  with  right  to  stop  and 
unload  at  mills,  grind  the  grain  into  meal,  and  reload. 

Disposition  of  case. — On  January  2,  1897,  agreement  of  parties  to 
discontinue  was  filed.  On  July  21,  1897,  order  of  discontinuance  was 
entered. 

Docket  No.  529. 

Complaint. — Order  of  investigation  by  Commission,  it  appearing 
that  defendant  common  carriers,  prior  to  March  1,  1898,  had  in 
force  rates,  rules,  and  regulations  under  which  corn,  wheat,  and 
other  grain  was  shipped  from  points  in  Kansas,  Nebraska,  or  Wy¬ 
oming,  to  be  milled  in  transit  at  Denver,  and  thence  reconsigned  as 
feed,  flour,  or  other  milled  product  to  various  destinations  in  Colo¬ 
rado  at  their  several  established  through  or  direct  rates,  which  privi¬ 
lege  of  milling  in  transit  and  reconsigning  in  Denver,  was  with¬ 
drawn  and  canceled  on  or  about  March  1,  1898,  thereby  subjecting 
millers  and  dealers  at  Denver  to  unjust  discrimination  in  favor  of 
millers  and  dealers  at  points  in  Kansas,  Nebraska,  and  Missouri, 
where  such  milling  in  transit  privilege  is  still  allowed. 


774 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Disposition  of  case . — Answers  of  majority  of  defendant  companies 
were  filed  between  May  10  and  16,  1898.  On  May  21,  1898,  hearing 
was  postponed  indefinitely. 

INFORMAL  COMPLAINTS. 

The  following  informal  complaints — all  of  them  relating  to  milling 
in  transit — have  to  do  with  discrimination  in  special-wav  privileges: 
850,  369,  819,  915,  1675,  1754,  2311,  2323,  2360,  2596,  2603,  2644,  3470. 

The  following  informal  complaint  is  of  refusal  to  grant  stop-over 
privileges,  2925. 

DISCRIMINATION  IN  SPECIAL  SERVICES. 

Docket  No.  339. 

Complaint. — Investigation  on  motion  of  Commission  to  inquire 
into  the  management  of  the  business  of  defendant  carriers,  particu¬ 
larly  with  regard  to  the  alleged  payment  of  rebates  by  them,  alleged 
discrimination  in  the  improper  adjustment  of  lighterage,  terminal, 
and  other  charges,  as  well  as  the  practice  of  such  carriers  in  regard 
to  the  payment  of  claims  to  shippers  growing  out  of  the  transporta¬ 
tion  of  property  for  them. 

Facts. — At  investigation  held  at  New  York,  May  25-28,  1892,  the 
foregoing  practices  were  examined  into  and,  in  addition,  discrimina¬ 
tions  resulting  from  free  cartage,  switching,  and  other  services. 

Disposition  of  case. — No  order. 


REGULATION  OF  RAILWAY  RATES. 


DIGEST  OF  THE  HEARINGS 
BEFORE  THE  COMMITTEE  ON  INTERSTATE  COMMERCE 
SENATE  OF  THE  UNITED  STATES, 

HELD  FROM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE, 

TOGETHER  WITH  CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE, 

DATED  JULY  3,  1905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  UNITED  STATES  INTERSTATE  COMMERCE  COMMISSION, 

AND 

‘  H.  T.  NEWCOMB. 


APPENDIX  VIII. 

STATISTICS  OF  RAILWAYS  IN  THE  UNITED  STATES. 

FROM  MATERIAL  PREPARED  BY  THE  DIVISION 
OF  STATISTICS  OF  THE  INTERSTATE  , 

COMMERCE  COMMIISION. 


DECEMBER  19,  1905. 


APPENDIX  VIII. 


STATISTICS  OF  RAILWAYS  IN  THE  UNITED  STATES. 


The  following  tables  present  certain  selected  statistics  of  railways  in 
the  United  States.  The  classes  of  facts  selected  for  presentation  are 
such  as  seem  to  be  pertinent  in  view  of  the  character  of  the  testimony 
and  nature  of  the  arguments  submitted  to  the  Senate  committee.  Except 
for  single-track  mileage,  it  is  not  possible  to  press  the  statistics  here 
submitted  back  of  the  year  1880,  nor  is  it  possible  for  a  considerable 
portion  of  the  data  to  go  beyond  the  year  1890.  The  statistics  cover¬ 
ing  the  decade  1880  to  1889  are  taken  from  the  publications  of  the 
Eleventh  Census,  an  attempt  having  been  made  in  connection  with  that 
census  to  obtain  for  the  years  prior  to  the  census  year  uniform  reports 
upon  certain  of  the  leading  items  of  railway  operations.  For  the  year 
1890  and  subsequent  years  the  statistics  here  presented  were  compiled 
from  the  annual  reports  of  the  carriers  to  the  Interstate  Commerce 
Commission  as  provided  for  by  the  twentieth  section  of  the  act  of  1887. 

It  does  not  seem  necessary  to  submit  any  comment  whatever  upon 
the  data  here  presented.  The  facts  selected  for  presentation  are  easily 
understood,  and  conform  in  all  particulars  to  the  definitions  and  rules 
made  familiar  by  the  annual  statistical  reports  of  the  Interstate  Com¬ 
merce  Commission. 

The  following  is  a  list  of  the  summariesjsubmitted  for  this  Appendix: 

ffira&ci&ASEZ''  ’•  # 

I. — Summary  of  railway  mileage  owned,  for  the  years  ending  June  30,  1904, 
1900,  1890,  1880,  1870,  1860,  1850,  1840,  and  1830,  according  to  assign¬ 
ment  for  operation,  by  groups. 

II. — Railway  mileage  owned  in  the  United  States,  by  States  and  Territories,  on 
June  30,  1904,  1900,  1890,  and  1880. 

III.  — Railway  mileage,  all  tracks,  for  the  years  ending  June  30,  1904  to  1890 — 

United  States. 

IV.  — Comparative  statement  of  equipment  of  railways  for  the  years  ending  June 

30,  1904,  1900,  1894,  and  1880 — United  States. 

V. — Assignment  of  railway  equipment  per  1,000  miles  to  length  of  line  for  the 
years  ending  June  30,  1904  to  1893,  and  1880 — United  States. 

VI. — Assignment  of  equipment  to  amount  of  traffic  for  the  years  ending  June  30, 
1904,  1900,  1894,  and  1880 — United  States. 

VII-A. — Analysis  of  railway  capital  not  owned  by  railway  corporations,  and  assign¬ 
ment  to  mileage,  area,  population,  and  traffic,  for  the  years  ending  June 
30,  1904,  1900,  and  1890 — United  States. 

VII-B. — Analysis  of  railway  capital  and  assignment  to  mileage,  area,  population, 
and  traffic  for  the  years  ending  June  30,  1904,  1900,  1890,  and  1880 — ■ 
United  States. 

VIII-A. — Analysis  of  railway  capital  not  owned  by  railway  corporations,  and  assign¬ 
ment  to  mileage,  area,  population,  and  traffic,  for  the  years  ending  June 
30,  1904  to  1890 — United  States. 

VIII-B. — Analysis  of  railway  capital  and  assignment  to  mileage,  area,  population, 
and  traffic  for  the  years  ending  June  30,  1904  to  1890 — United  States. 

IX. — Railway  employees  and  assignment  to  mileage,  population,  and  traffic  for 
the  years  ending  June  30,  1904,  1900,  1890,  and  1880 — United  States. 


777 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


778 


X. — Compensation  paid  railway  employees  classified  according  to  employment 
for  the  years  ending  June  30,  1904  to  1890 — United  States. 

XI. — Passenger  traffic  for  the  years  ending  June  30,  1904  to  1880 — United  States. 

XII. — Freight  traffic  for  the  years  ending  June  30,  1904  to  1880 — United  States. 

XIII.  — Summary  showing  freight  traffic  movement,  by  class  of  commodity,  for  the 

years  ending  June  30,  1904  to  1900,  and  1890 — United  States. 

XIV.  — Condensed  income  account  of  the  railways  in  the  United  States,  considered 

as  a  system,  for  the  years  ending  June  30,  1904  to  1894. 

XV. — Analysis  of  income  for  the  years  ending  June  30,  1904  to  1880 — United 
States: 

A.  Earnings  from  operation. 

B.  Income  from  other  sources. 

XVI. — Analysis  of  expenditures  for  the  yearsending  June  30, 1904  to  1880 — United 
States: 

A.  Operating  expenses. 

B.  Fixed  and  other  charges. 

XVII. — Summary  of  results  for  the  years  ending  June  30,  1904  to  1880 — passenger 
service. 

XVIII. — Summary  of  results  for  the  years  ending  June  30,  1904  to  1880 — freight 
service. 

XIX. — Train  revenue,  train  cost,  and  percentage  of  operating  expenses  to  earnings 
for  the  years  ending  June  30,  1904  to  1880. 

XX. — Summary  of  railway  accidents  for  the  years  ending  June  30,  1904  to  1890 — 
United  States. 

XXI. — Accidents  to  employees  for  the  years  ending:  June  30,  1904  to  1890 — United 
States. 


I. — Summary  of  railway  mileage  owned ,  for  the  years  ending  June  SO,  1904 ,  1900,  1890 , 
1880,  1870,  1860,  1850,  1840,  and  I860,  according  to  assignment  for  operation,  by 
groups. a 


Territory 

covered. 

Mileage  on  June  30 — 

1904. 

1900. 

1890. 

1880. 

1870. 

1860. 

1850. 

1840. 

1830. 

Group  I . 

Group  II . 

Group  III . 

Group  IV . 

Group  V . 

Group  VI  . 

Group  VII . 

Miles. 

7, 823. 50 
22, 594. 31 
24, 399. 13 
12, 893. 49 
24, 890. 98 
47, 100.  70 
11, 536.  67 
29, 609. 45 
15, 187. 16 
17, 868.  95 

Miles. 

7, 622. 17 
21, 480. 89 
23, 402.  86 
11,893. 63 
22, 671. 96 
43, 448. 10 
10,  930.  20 
23,  774.  64 
12, 232. 54 
15, 888. 79 

Miles. 

6, 877. 67 
18,  613. 82 
21,718.27 
9, 032. 08 
18, 635. 09 
37, 463.  44 
8, 886.  93 
20, 355. 20 
9, 854. 18 
12, 160.  37 

Miles. 

5, 865.  81 
14, 245. 06 
14,307.34 
4,  691. 42 
8, 567. 61 
22, 475.  27 
2,  541.  90 
7, 600. 38 
3, 041. 04 
4,388. 25 

\ 

Miles. 

4, 326.  73 
9,  972.  64 
8, 319. 29 
3, 013. 33 
7,  596.  27 
9,  705. 42 
35. 34 
3, 959. 93 
661.40 
1, 577.  98 

Miles. 

3, 644. 24 
5, 992.  77 
5,  934. 44 
2, 650. 37 
5, 267. 42 
4, 380.  20 

Miles. 

2, 595. 57 
2,  722. 48 
1,017.88 
958. 43 
1, 123. 64 
107. 00 

Miles. 
513. 34 
1,286. 00 
197.76 
650. 58 
86.  75 

Miles. 

29.80 

10. 00 

Group  VIII .... 

Group  IX . 

Group  X . 

United  States. . 

656. 27 
382. 18 
21.90 

46.48 

20.  75 

213, 904.  34 

193,  345.  78  163, 597. 05 

87,  724.  08 

49, 168.  33 

28,  919.  79 

8,571.48 

2, 755. 18 

39. 80 

«■  The  figures  for  years  previous  to  1890  are  taken  from  Report  on  Transportation  Business  in  the 
United  States,  Eleventh  Census,  1890,  Part  I,  page  6.  in  which  their  arrangement  by  groups  for  those 
years  was  adjusted  to  conform  to  that  for  1890. 


II. — Railway  mileage  owned  in  the  United  States,  by  States  and  Territories ,  on  June  SO , 

1904,  1900,  1890,  and  1880. 


State  or  Territory. 

' 

Mileage  on  June  30— 

Increase  1900 
over  1890. 

Increase  1890 
over  1880. 

1904. 

1900. 

1890. 

1880. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Alabama . 

4, 669. 35 

4, 225. 84 

3, 313. 87 

1,780. 22 

911.97 

27. 52 

1,533.65 

86. 15 

Arkansas . 

4. 126. 44 

3,  359.  86 

2, 195. 81 

821.  78 

1,164.05 

53.01 

1,374. 03 

167. 20 

California . 

6,  262.  54 

5,  751.  04 

4,356.11 

2, 176. 85 

1,394.  93 

32.02 

2, 179. 26 

100. 11 

Colorado . 

4, 976. 24 

4,587.25 

4, 176. 19 

1,385.16 

411. 06 

9. 84 

2,791.03 

201. 50 

Connecticut . 

1,017. 72 

1,023.  62 

1, 007.  29 

922. 68 

16.33 

1.62 

84.  61 

9. 17* 

Delaware . 

335. 93 

346.  72 

322. 69 

278.  59 

24. 03 

7.  45 

44.10 

15.  83 

Florida . 

3, 555.  84 

3, 299. 06 

2, 470. 89 

528. 60 

828. 17 

33. 52 

1,942.29 

367. 44 

Georgia . 

6, 304.  72 

5,  651.72 

4, 532. 37 

2,  432.  87 

1,119.  35 

24.  70 

2, 099.  50 

86. 30 

Idaho . 

1,461.53 

1, 261. 23 

941.  44 

205.  83 

319.  79 

33.  97 

735. 61 

357. 39 

Illinois . 

11,622. 74 

11,  002.  93 

10,213.  97 

7, 562.  39 
4,320. 61 

788. 96 

7.72 

2, 651. 58 

35. 06 

Indiana . 

6, 917. 85 

6,470.61 

5,971.03 

499. 58 

8.37 

1, 650. 42 

38.20 

Iowa . 

9, 859.  23 

9, 185. 18 

8, 355. 97 

4,992.64 

829. 21 

9.  92 

3, 363.  33 

67.37 

Kansas . 

8,811.43 

8,  719.  36 

8, 806. 45 

3,  384.  74 

«  87.  09 

a.  99 

5,  421.71 

160. 18 

Kentucky . 

3, 253. 00 

3,  059.  99 

2,  746.  25 

1,559.56 

313.  74 

11.42 

1,186.  69 

76.09 

Louisiana . 

3, 898.  74 

2, 824. 08 

1,758.  94 

521.  90 

1,065. 14 

60. 56 

1,237.04 

237. 03 

Maine . 

2,021.58 

1,915.24 

1,338. 13 

999. 35 

577. 11 

43.13 

338.  78 

33.90 

Maryland . 

1,421.10 

1,376.16 

1,231.34 

930.  64 

144. 82 

11.76 

300.  70 

32. 31 

Massachusetts . 

2,  J 18.  75 

2, 118. 58 

2, 093. 73 

1,868.58 

24. 85 

1.19 

225. 15 

12. 05 

Michigan . 

8, 660.  29 

8, 195. 18 

7, 242. 67 

3,  712. 51 

952. 51 

13.15 

3, 530. 16 

95.  09 

Minnesota . 

7,811.04 

6, 942. 57 

5, 466.  37 

2,  989. 59 

1,476.20 

‘J7.  01 

2, 476.  78 

82.85 

Mississippi . 

3,  480. 25 

2,  919.  90 

2, 332.  03 

1,118.  99 

587.  87 

25. 21 

1,213.04 

108.40 

Missouri . 

7,711.05 

6, 875. 04 

6,  004. 10 

3, 708.  52 

870. 94 

14. 51 

2, 295. 58 

61.90 

Montana . 

3, 267. 10 

3,010.32 

2,181.04 

18.32 

829. 28 

38. 02 

2, 162.  72 

11,805. 24 

Nebraska . 

5, 820. 88 

5, 684.  85 

5, 295.  35 

1,823.11 

389.  50 

7.36 

3,  472. 24 

190.  46 

Nevada  . 

986.  56 

909. 35 

924.  87 

711.82 

a  15. 52 

a  1.68 

213.  05 

29.  93 

New  Hampshire . 

1,275.97 

1, 239.  20 

1,145.03 

1,013.11 

94.17 

8.22 

131. 92 

13. 02 

New  Jersey . 

2, 277. 85 

2, 256.  69 

2, 046.  76 

1,648.92 

209.  93 

10. 26 

397.  84 

24. 13 

New  York . 

8, 297.  29 

8,121.03 

7,  660.  71 

5, 874. 98 

460.  32 

6.01 

1,785. 73 

30.40 

North  Carolina . 

North  Dakota.... 

4,075. 00 
3, 190.  77 

3, 831.16 
2,  731. 22 

3, 000. 88 
1,940. 64 
7,911.51 

1,440. 39 
b  698.  60 

830.  28 
790.  58 

27.67 
40. 74 

1,560.49 

108.  34 

Ohio . 

9, 196. 88 

8;  807. 27 

5,415.  33 

895. 76 

11.32 

2, 496. 18 

46. 09 

Oregon . 

1 , 736.  84 

1,723.80 

1,427.95 

347. 33 

295.  85 

20.  72 

1, 080. 62 

311.12 

Pennsylvania .  11, 023. 24 

ci  Decrease. 

10, 330.  50 

8, 453. 20 

5, 944.  77 

blnclud 

1,877.30 

es  South  I 

22. 21 

)akota. 

2, 508. 43 

42. 20 

780 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


II. — Railway  mileage  owned  in  the  United  States ,  by  States  and  Territories ,  on  Jane  SO, 

1904 ,  1900,  1890,  and  1880 — Continued. 


State  or  Territory. 

Mileage  on  June  30 — 

Increase  1900 
over  1890. 

Increase  1890 
over  1880. 

1904. 

1900. 

1890. 

1880. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Rhode  Island . 

211. 89 

211. 79 

212.  52 

209. 98 

a  0. 73 

a  0. 34 

2.54 

1.21 

South  Carolina . 

3, 175. 28 

2,817.93 

2,193.60 

1 , 392.  91 

624. 33 

28. 46 

800.  69 

57.48 

South  Dakota . 

3, 047. 14 

2, 849. 83 

2, 485.  89 

( b ) 

363. 94 

14.64 

Tennessee . 

3, 480. 83 

3;  136. 95 

2;  751. 87 

1, 816. 17 

385. 08 

13. 99 

935.70 

51.52 

Texas . 

11, 848. 03 

9, 886. 49 

8,613.42 

2, 696.  64 

1,273.07 

14.78 

5. 916.  78 

219.41 

Utah . 

1,779.  69 

1,547.42 

1, 090. 14 

706. 34 

457. 28 

41.95 

383. 80 

54.34 

Vermont . 

1,063. 25 

1,012.11 

921.  49 

874.  39 

90.  62 

9. 83 

47. 10 

5.39 

Virginia . 

3, 932.  33 

3,  779. 15 

3, 160.  40 

1, 697. 06 

618.  75 

19.58 

1,463. 34 

86. 23 

Washington . 

3, 355.  83 

2, 913. 57 

1,783.  37 

212. 00 

1, 130. 20 

63. 37 

1,571.37 

741.21 

West  Virginia . 

2, 836.  83 

2, 228. 05 

1,327.93 

691.56 

900. 12 

67.78 

636. 37 

92. 02 

Wisconsin . 

7,048.76 

6, 530. 52 

5, 583. 59 

2, 959.  84 

946.  93 

16. 96 

2, 623.  75 

88.64 

Wyoming . 

1,247.70 

1, 228.  63 

941.88 

506.  94 

286.  75 

30. 44 

434. 94 

85.80 

Alaska . 

Arizona . 

1, 751. 35 

1,511.89 

1,  096.  64 

293.  93 

415. 25 

37.87 

802.  71 

273. 10 

District  of  Columbia 

32.00 

31. 75 

30. 24 

28.38 

1.51 

4. 99 

1.86 

6. 55 

Indian  Territory .... 

2, 532.  00 

1,322.75 

1,046.20 

c 277.43 

276.  55 

26. 43 

New  Mexico  . . 

2,  504.  66 

1, 752. 52 

i;  324.  33 

298. 57 

428. 19 

32. 33 

1,025. 76 

343.  56 

Oklahoma . 

2,611.03 

827. 88 

167. 96 

(d) 

659.  92 

392. 90 

United  States  e. 

213, 904.  34 

193, 345.  78 

163, 597.  05 

/87, 801. 42 

29, 748. 73 

18.19 

75, 795. 63 

86.33 

Proportion  to  total 
mileage. 


1900. 


1890. 


1880. 


State  or  Territory. 

1900. 

1890. 

1880. 

Mileage 
per  100 
square 
miles  of 
land 
area. 

Mileage 

per 

10,000 

inhabit¬ 

ants. 

Mileage 
per  100 
square 
miles  of 
land 
area. 

Mileage 

per 

10,000 

inhabit¬ 

ants. 

Mileage 
per  100 
square 
miles  of 
land 
area. 

Mileage 

per 

10,000 

inhabit¬ 

ants. 

P.  ct. 

P.  Ct. 

P.  ct. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Alabama . 

2. 19 

2.  03 

2.03 

8. 20 

23.11 

6.43 

21.90 

3. 45 

14. 10 

Arkansas . 

1.74 

1.34 

.94 

6. 33 

25.62 

4. 14 

19.46 

1.55 

10. 24 

California . 

2. 97 

2.66 

2.48 

3.69 

38. 72 

2.79 

36. 06 

1.40 

25.17 

Colorado . 

2. 38 

2.55 

1.58 

4. 43 

85.00 

4.  03 

101.32 

1.34 

71.28 

Connecticut . 

.  53 

.62 

1.05 

21.13 

11.27 

20.  79 

13.50 

19.04 

14. 82 

Delaware . 

.18 

.20 

.32 

17.69 

18.77 

16.  46 

19. 15 

14. 21 

19.00 

Florida . 

1.71 

1.51 

.60 

6. 08 

62. 42 

4.56 

63.13 

.97 

19. 61 

Georgia . 

2.92 

2.77 

2.77 

9.58 

25.  50 

7.68 

24.  67 

4.12 

15.  78 

Idaho  . 

.65 

.58 

.23 

1.50 

77.  95 

1.12 

111.56 

'  .24 

63.12 

Illinois . 

5. 69 

6.24 

8.61 

19.  65 

22. 82 

18.  24 

26.  69 

13.50 

24. 57 

Indiana . 

3.35 

3.  65 

4.92 

18. 02 

25.  71 

16.63 

27.  24 

12.03 

21.84 

Iowa . 

4.  75 

5.11 

5.69 

16.  56 

41.15 

15.  06 

43.  71 

9.00 

30. 73 

Kansas . 

4.51 

5. 38 

3.85 

10.  67 

59.  30 

10.  78 

61.71 

4.14 

33.98 

Kentucky . 

1.58 

1.68 

1.78 

7.65 

14. 25 

6. 87 

14.  78 

3.90 

9.46 

Louisiana . 

1.46 

1.08 

.59 

6.22 

20.  44 

3.87 

15.  72 

1.15 

5.55 

Maine . 

.99 

.82 

1.14 

6.41 

27.  58 

4.48 

20. 24 

3.34 

15.40 

Maryland . 

.71 

.75 

1.06 

13.96 

11.58 

12.  49 

11.81 

9.  44 

9.95 

Massachusetts . 

1.10 

1.28 

2. 13 

26.  35 

7.55 

26.04 

9. 35 

23. 24 

10.48 

Michigan . 

4.24 

4.43 

4.23 

14.27 

33. 85 

12.  61 

34.  59 

6.  46 

22. 68 

Minnesota . 

3.59 

3.34 

3.  40 

8.  77 

39.  64 

6.  90 

41.99 

3.  77 

38. 29 

Mississippi . 

1.51 

1.42 

1.27 

6. 30 

18. 82 

5. 03 

18.  08 

2.41 

9.89 

Missouri . 

3.56 

3.67 

4.22 

10.  00 

22. 13 

8.  74 

22.  41 

5.40 

17.10 

Montana . 

1.56 

1.33 

.02 

2.  07 

123.  73 

1.50 

165. 03 

.01 

4.68 

Nebraska . 

2.  94 

3.  24 

2.08 

7.40 

53.  31 

6.  89 

50.01 

2.37 

40.30 

Nevada . 

.47 

.56 

.81 

.83 

214.  98 

.84 

202.11 

.65 

114.32 

New  Hampshire . 

.64 

.70 

1.15 

13. 76 

30. 11 

12. 72 

30.  41 

11.25 

29.20 

New  Jersey . 

•1.17 

1.25 

1.88 

29.99 

11.98 

27. 45 

14.17 

22. 12 

14.58 

New  York . 

4.20 

4.68 

6. 69 

17.  05 

11.17 

16.  09 

12. 77 

12.  34 

11.56 

North  Carolina . 

1.98 

1.83 

1.64 

7.89 

20. 23 

6. 18 

18.55 

2.96 

10.29 

North  Dakota . 

1.41 

1. 19 

3. 89 

85.59 

2.  76 

106.20 

Ohio . 

4.56 

4.84 

6. 17 

21.61 

21.18 

19.41 

21 . 54 

13. 29 

16.93 

Oregon . 

.89 

.87 

.40 

1.82 

41.69 

1.51 

45. 51 

.37 

19. 87 

Pennsylvania . 

5.  34 

5.17 

6.77 

22. 96 

16.39 

18.  79 

16.08 

13.22 

13.88 

Rhode*  Island . 

.11 

.13 

.24 

20. 11 

4.94 

19.59 

6.15 

19.35 

7.59 

South  Carolina . 

1.46 

1.34 

1.59 

9.34 

21.02 

7.27 

19.06 

4.62 

13.99 

South  Dakota . 

1.47 

1.52 

3.71 

70.  96 

3. 23 

75. 60 

Tennessee . 

1.62 

1.68 

2. 07 

7.51 

15. 52 

6.59 

15.  57 

4.35 

11.78 

a  Decrease. 

b Included  in  North  Dakota. 
c  Includes  Oklahoma. 
dSee  note  c. 

e  Excludes  small  mileage  in  Alaska,  which  in  1901  was  27.79  miles. 

/This  figure  is  77.34  miles  in  excess  of  the  true  physical  mileage  in  1880,  but  being  the  mileage 
assigned  by  States  in  1880.  it  is  accepted  for  this  table*.  The  true  percentage  increase  is  86.49. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


781 


II.  —  Railway  mileage  owned  in  the  United  States,  by  States  and  Territories ,  on  Jane  SO, 

1904 ,  1900,  1890,  and  1880 — Continued. 


State  or  Territory. 

Proportion  to  total 
mileage. 

1900. 

1890. 

1880. 

1900. 

1890. 

1880. 

Mileage 
per  100 
square 
miles  of 
land 
area. 

Mileage 

per 

10,000 

inhabit¬ 

ants. 

Mileage 
per  100 
square 
miles  of 
land 
area. 

Mileage 

per 

10,000 

inhabit¬ 

ants. 

‘ 

Mileage 
per  100 
square 
miles  of 
land 
area. 

Mileage 

per 

10,000 

inhabit¬ 

ants. 

P.  ct. 

P.  ct. 

P.  Ct. 

Miles. 

Miles. 

Miles. 

Miles . 

Miles. 

Miles. 

Texas . 

5.11 

5. 27 

3.  07 

3.77 

32.  43 

3.28 

38.53 

1.03 

16.94 

Utah . 

.80 

.  67 

.80 

1.88 

55.  92 

1.33 

52.43 

.86 

49. 06 

Vermont . 

.52 

.  56 

1.00 

11.08 

29. 46 

10.  09 

27. 72 

9.57 

26. 31 

Virginia  . 

1.95 

1.93 

1.93 

9.  42 

20.  38 

7.88 

19. 08 

4.23 

11. 22 

Washington . 

1.51 

1.09 

.24 

4.36 

56.  24 

2.  67 

51.04 

.32 

28. 22 

West  Virginia . 

1.15 

.81 

.79 

9. 04 

23. 24 

5. 39 

17.41 

2. 81 

11. 18 

Wisconsin . 

3.38 

3.41 

3.  37 

11.99 

31.56 

10.  25 

33. 10 

5.44 

22. 50 

Wyoming . 

.64 

.58 

.58 

1.26 

132. 82 

.97 

155. 16 

.52 

243. 85 

Alaska  . 

Arizona . 

.78 

.67 

.33 

1.34 

123.  02 

.97 

183. 94 

.26 

72. 68 

District  of  Columbia . . 

.02 

.02 

.03 

52.  92 

1.14 

50. 40 

1.31 

47.30 

1.60 

Indian  Territory . 

.68 

.  64 

4.27 

33.  74 

3.  37 

58. 34 

New  Mexico . 

.91 

.81 

.34 

1.43 

89.73 

1.08 

86. 22 

.24 

24.97 

Oklahoma . 

.43 

.  10 

2.13 

20.  79 

.43 

27. 16 

United  States... 

100. 00 

100.  00 

100.  00 

5  6.  51 

c  25.44 

d  5. 51 

e  26. 05 

d  2.  96 

/ 17. 51 

a  Excludes  small  mileage  in  Alaska,  which  in  1904  was  27.79  miles. 

b  On  basis  of  2,970,038  square  miles,  which  covers  “  Land  surface  ”  only,  and  excludes  Alaska, 
c  On  basis  of  75,994,575  population  of  the  United  States  in  1900,  excluding  Alaska  and  persons  in  the 
military  and  naval  service  stationed  abroad. 

d  On  basis  of  2,970,000  square  miles,  which  covers  “  Land  surface”  only,  and  excludes  Alaska. 
e  On  basis  of  62,801,571  population  of  the  United  States  in  1890,  excluding  Alaska. 
f  On  basis  of  50,155,783  population  of  the  United  States  in  1880,  excluding  Alaska. 

III. — Railway  mileage ,  all  tracks,  for  the  years  ending  June  30, 1904  to  1890 —  United  States. 


Year  ending  June  30— 

Single 

track. 

Second 

track. 

Third 

track. 

Fourth 

track. 

Yard 
track  and 
sidings. 

Total 
mileage 
operated 
(all  tracks). 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

1904  . 

212, 243. 20 

15, 824. 04 

1,467.14 

1, 046. 50 

66, 492. 46 

297,073.34 

1903  . 

205, 313.  54 

14,681.03 

1,303.53 

963.  36 

61, 560. 06 

283,821.52 

1902  . 

200, 154.  56 

13, 720. 72 

1,  204. 04 

895. 11 

58, 220. 93 

274, 195.  36 

1901 . 

195,  561.  92 

12, 845.  42 

1,153.96 

876. 13 

54, 914. 86 

265, 352.  29 

1900  . 

192,  556.  03 

12,151.48 

1, 094. 48 

829.  29 

52, 153. 02 

258, 784.  30 

1899  . 

187,534.  68 

11,546.54 

1,047.37 

790. 27 

49, 223.  65 

250, 142. 51 

1898  . 

184, 648.  26 

11,293.25 

1,  009. 65 

793.57 

47, 589.  09 

245, 333. 82 

1897  . 

183,  284. 25 

11,018.  47 

995.  79 

780.  48 

45,  934. 46 

242, 013. 45 

1896  . 

181, 982.  64 

10, 685. 16 

990. 45 

764. 15 

44,  717.  73 

239, 140. 13 

1895  . 

177,  746. 25 

10,  639. 96 

975.  25 

733. 12 

43, 181. 32 

233, 275.  90 

1894  . 

175, 690.  96 

10, 499.  30 

953. 16 

710.  99 

41,941.37 

229, 795.  78 

1893  . 

169,  779. 84 

10,051.36 

912.  98 

668. 46 

40,451.26 

221,  863.  90 

1892  . 

162, 397.  30 

9, 367. 21 

852.  70 

626. 47 

37,807.55 

211,051.23 

1891 . 

161, 275. 17 

8,  865. 71 

813. 13 

749. 51 

35,  742. 14 

207, 445.  66 

1890  . 

156, 404. 06 

8, 437.  65 

760. 88 

561. 81 

33,  711. 38 

199, 875.  78 

IV. — Comparative  statement  of  equipment  of  railways  for  the  years  ending  June  30,  1904 , 

1900,  1894 ,  and  1880 —  United  States. 


Item. 

1904. 

1900. 

1894. 

1880. 

Locomotives: 

Passenger . . 

11,252 
27, 029 
7,610 
852 

9,863 
21, 596 
5,  621 
583 

9,893 
20, 000 
5, 086 
513 

5,  08S 
9,  942 
2, 361 
21 

Freight . 

Switching  . 

Unclassified  . 

Total . 

46, 743 

37,  663 

35, 492 

17,412 

Cars: 

Passenger . 

39, 752 
1,692,194 
66,  615 

34,  713 
1,365,531 
50, 594 

33, 018 
1,205, 169 
39, 891 

16, 805 
548,000 
8. 276 

Freight . 

Company’s  service . 

Total . 

1,798,561 

1,450,838 

1,278,078  573,081 

782 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


V. — Assignment  of  railway  equipment  per  1,000  miles  to  length  of  line  for  the  years  ending 

June  30,  1904  to  1893,  and  1880 — United  States. 


Year  ending 
June  30— 

Locomotives. 

Cars. 

Total. 

Passen¬ 
ger.  * 

Freight. 

Switch¬ 

ing. 

Unclassi¬ 

fied. 

Total. 

Passen¬ 

ger. 

Freight. 

Com¬ 

pany’s 

service. 

1904 . 

220 

53 

127 

36 

4 

8,474 

187 

7, 973 

314 

1903 . 

214 

52 

124 

34 

4 

8,540 

186 

8, 055 

299 

1902 . 

206 

52 

118 

33 

3 

8,195 

185 

7,  725 

285 

1901 . 

202 

52 

117 

30 

3 

7,930 

184 

7,488 

258 

1900 . 

195 

51 

112 

29 

3 

/ »  535 

180 

7,092 

263 

1899 . 

196 

53 

111 

29 

3 

7,337 

181 

6,908 

248 

1898 . 

196 

54 

112 

28 

2 

7,182 

182 

6,763 

237 

1897 . 

196 

55 

111 

23 

2 

7,079 

183 

6, 666 

230 

1896 . 

198 

55 

112 

28 

3 

7,131 

181 

6,  715 

235 

1895 . 

201 

56 

113 

29 

3 

7,148 

186 

6, 729 

233 

1894 . 

202 

56 

114 

29 

3 

7,275 

188 

6, 860 

227 

1893  a . 

205 

57 

116 

29 

3 

7, 504 

194 

7,076 

234 

1893 . 

b  205 

53 

110 

28 

3 

e  7,  504 

185 

6,170 

241 

1880 . 

198 

58 

113 

27 

.... _ 

6,528 

191 

6, 243 

94 

a  The  line  of  figures  here  given  for  1893  is,  for  purposes  of  comparison,  based  upon  an  arbitrary 
assignment  to  classes  of  leased  locomotives  and  cars. 
b  Based  upon  the  inclusion  of  leased  locomotives  not  assigned  to  classes. 
c  Based  upon  the  inclusion  of  leased  cars  not  assigned  to  classes. 


VI. — Assignment  of  equipment  to  amount  of  traffic  for  the  years  ending  June  30,  1904 , 1900, 

1894 ,  and  1880 — United  States. 


Year  ending  June  30 — 

Passengers 
carried  per 
passenger 
locomotive. 

Passenger- 
miles  per 
passenger 
locomotive. 

Tons  car¬ 
ried  per 
freight  lo¬ 
comotive. 

Ton-miles 
per  freight 
locomotive. 

Passenger 
cars  per 
1.000,000 
passengers 
carried. 

Freight 
cars  per 
1,000,000 
tons  of 
freight 
carried. 

1904  . 

63, 582 

1, 948, 384 

48, 463 

6, 456, 846 

56 

1,292 

1900  . 

58,  484 

1,626,085 

50, 101 

6,  556,  610 

60 

1, 262 

1894  . 

54, 654 

1,444,400 

31,  909 

4, 016,  755 

53 

1,888 

1880  . 

52, 984 

1,128,166 

29, 259 

3, 253,  756 

62 

1,884 

VII-A. — Analysis  of  railway  capital  not  owned  by  railway  corporations  and  assignment 
to  mileage,  area ,  population,  and  traffic  for  the  years  ending  June  30,  1904 ,  1900,  and 
1890 —  United  States. a 

RAILWAY  CAPITAL  NOT  OWNED  BY  RAILWAY  CORPORATIONS. 


Year  ending  June  30 — 

Stock. 

Funded  debt. 

Amount. 

Per  cent 
of  total. 

Per  mile 
of  line. 

Amount. 

Per  cent 
of  total. 

Per  mile 
of  line. 

1904  . 

1900  . 

1890  . 

$4,  397,  040,  970 
4, 375,  360,  621 
3,445,804,726 

41.05 
45. 82 
45. 48 

$21,386 
23, 413 
22, 498 

$6, 314, 753, 108 
5, 172,  623, 990 
4,131,522,889 

58. 95 
54. 18 
54. 52 

$30, 713 
27, 680 
26, 975 

Total. 


Year  ending  June  30 — 

Amount. 

Per  mile 
of  line. 

Per  10,000 
inhabi¬ 
tants. 

Per  square 
mile  of 
territory. 

PerlOO.OOO 
ton-miles 
of  freight. 

Per 

100,000 

passenger 

miles. 

1904  . 

$10,  711,794,078 
9, 547, 984, 611 
7, 577, 327, 615 

$52, 099 
51,093 
49, 473 

$1,319,274 

1,256,403 

1,203,750 

$3, 607 
3, 215 
2, 551 

$6,138 

6,743 

9,814 

$48, 861 
59, 533 
63,956 

1900  . 

1890  . 

«  The  amounts  representing  stock  and  funded  debt  in  this  analysis  are  obtained  by  deducting  from 
the  grand  totals  reported  as  outstanding  the  totals  of  such  railway  securities,  respectively,  as  are 
returned  in  the  annual  reports  of  the  railway  companies  as  owned  by  them. 

Note.— In  the  Report  on  the  Agencies  of  Transportation  in  the  United  States,  Tenth  Census,  1880, 
page  5,  the  total  of  stocks  owned  by  railways  is  shown  as  $184,866,527  and  of  bonds  as  $158,933,605. 
The  totals  of  stock  and  of  funded  debt  outstanding  are  respectively  shown  as  $2,613,606,264  and 
$2,390,915,402. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


783 


VII-JB. — Analysis  of  railway  capital  and  assignment  to  mileage ,  area,  population,  and 
traffic  for  the  years  ending  Jane  30,  1904,  1900,  1890,  and  1880 — United  States. 

TOTAL  RAILWAY  CAPITAL  OUTSTANDING. 


Year  ending  June  30— 

Total  railway 
capital. 

Stock. 

Total. 

Common. 

Preferred. 

1904  . 

$13, 213, 124, 679 
11,491,034, 960 
8, 984, 234, 616 
5. 004 . 521 . 666 

$6, 339, 899, 329 
5, 845,  579, 593 
4, 409,  658, 485 
2.613.606.264 

$5, 050, 529, 469 
4, 522, 291 , 838 
3, 803, 284,  943 
2,309,134,322 

$1,289,369,860 
1,323,287,  755 
606, 373,  542 
304,471,942 

1900  . 

1890  . 

1880  . 

7  — 7  7  —  7  — 7  — 7 

Funded  debt. 


Year  ending  June  30 — 

Total. 

Bonds. 

Miscellane¬ 
ous  obliga¬ 
tions. 

Income 

bonds. 

Equipment 
trust  obliga¬ 
tions. 

1904 . 

$6, 873, 225, 350 
5, 645, 455, 367 
4, 574,  576, 131 
2, 390, 915, 402 

$5, 746, 898,  983 
4,  900,  626, 823 
4, 123, 921,  557 
(a) 

$723, 114,  986 
464,  983,  341 
324,  242, 541 
(a) 

$229, 876,  687 
219,  536, 883 
76,  933,  818 
(a) 

$173, 334,  694 
60, 308,  320 
49, 478, 215 
(«) 

1900 . 

1890 . 

1880 . 

Total  railway  capital. 


Year  ending  June  30 — 

Per  mile  of 
line. 

Per  10,000  in¬ 
habitants. 

Per  square 
mile  of  ter¬ 
ritory. 

Per  100,000 
ton-miles  of 
freight. 

Per  100,000 
passenger- 
miles. 

1904 . 

$64, 265 
61,  490 

$1, 627, 340 
1,512,086 

1 , 427, 254 
997, 795 

$4,  449 
3,869 
3,025 
1,685 

$7,  571 
8,115 
11,637 
15, 470 

$60, 270 
71,648 
75, 831 
87, 185 

1900 . 

1890 . 

58, 659 
b 57,477 

1880 . 

a  Data  not  available. 

b Based  on  87,069.46  miles  (as  shown  on  page  377  of  the  Report  on  the  Agencies  of  Transportation  in 
the  United  States,  Tenth  Census,  1880),  which  is  understood  to  represent  operated  mileage  less  track¬ 
age  rights. 


VIII-A. — Analysis  of  railway  capital  not  owned  by  railway  corporations,  and  assignment 
to  mileage,  area,  population,  and  traffic,  for  the  years  ending  June  30,  1904  to  1890 — 
United  States .« 

RAILWAY  CAPITAL  NOT  OWNED  BY  RAILWAY  CORPORATIONS. 


Year  ending  June  30— 

Stock. 

Funded  debt. 

Amount. 

Per  cent 
of  total. 

Per  mile 
of  line. 

Amount. 

Per  cent 
of  total. 

Per  mile 
of  line. 

1904  . 

$4,397,040, 970 

41.05 

$21, 386 

$6,  314, 753, 108 

58. 95 

$30, 713 

1903  . 

4, 357,  235, 824 

42. 38 

2T,  851 

5, 924, 362,  481 

57. 62 

29, 709 

1902  . 

4,314,055,951 

43.46 

22, 150 

5, 611,  608, 220 

56. 54 

28, 812 

1901 . 

4, 069, 898, 993 

42.92 

21,425 

5, 412,  750, 189 

57.08 

28, 495 

1900  . 

4,  375, 360, 621 

45.  82 

23,  413 

5, 172, 623, 990 

54. 18 

27,  680 

1899  . 

4,307,513,427 

45.67 

23, 640 

5, 124, 528,  304 

54. 33 

28, 124 

1898  . 

4, 236, 404, 163 

45. 57 

23, 629 

5, 060, 763, 613 

54. 43 

28, 228 

1897  . 

4,301,684,635 

46.  92 

24, 115 

4,866,387,263 

53.08 

27, 281 

1896  . 

4,125,291,718 

45. 51 

23, 272 

4,940,227,139 

54. 49 

27, 869 

1895  . 

3,  909, 620, 037 

43.  93 

22, 539 

4,  989, 952, 658 

56. 07 

28,  767 

1894  . 

3,  705,331,626 

42.85 

21, 605 

4,941,268,382 

57.15 

28,811 

1893  . 

3, 533,151,079 

42.41 

21,327 

4, 798, 451,  927 

57.59 

28, 966 

1892  . 

3, 568, 822,  497 

43.03 

22, 523 

4,  725, 867, 263 

56.97 

29, 825 

1891 . 

3, 505, 421, 486 

43.77 

22, 263 

4, 502, 568, 237 

56. 23 

28, 595 

1890  . 

3,  445, 804, 726 

45. 48 

22, 498 

4, 131,522,889 

54.52 

26,975 

a  See  footnotes  to  tabular  statement  VII-A. 


784 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


VIII-A. — Analysis  of  railway  capital  not  owned  by  railway  corp>orations ,  and  assignment 
to  mileage,  area,  population ,  and  traffic,  for  the  years  ending  June  30,  1904  to  1890 — 
United  States — Continued . 

RAILWAY  CAPITAL  NOT  OWNED  BY  RAILWAY  CORPORATIONS. 


Total. 


Year  ending  June  30— 

Amount. 

Per  mile 
of  line. 

Per  10,000  in¬ 
habitants. 

Per 
square 
mile  of 
territory. 

Per 

100,000 

ton-miles 

of 

freight. 

Per 

100,000 

passenger 

miles. 

1904  . 

$10,  711,  794,  078 

$52, 099 

$1, 319, 274 

$3, 607 

$6,138 

$48, 861 

1903  . 

10,  281,  598,  305 

51, 560 

1, 286, 895 

3, 462 

5, 935 

49, 157 

1902  . 

9,  925,  664, 171 

50, 962 

1,262, 894 

3, 342 

6, 310 

50,  410 

1901 . 

9, 482, 649, 182 

49, 920 

1,226,825 

3,193 

6,447 

54,644 

1900  . 

9,  547,  984,  611 

51, 093 

1, 256, 403 

3, 215 

6,743 

59, 533 

1899  . 

9,432,041,731 

51, 764 

1,262,827 

3,176 

7,627 

64,641 

1898  . 

9, 297, 167,  776 

51, 857 

1,266,900 

3,130 

8,150 

69, 486 

1897  . 

9,168,071,898 

51, 396 

1,271,921 

3,086 

9,637 

74,  799 

1896  . 

9, 065,518,857 

51, 141 

1,280,878 

3,052 

9,510 

69, 473 

1895  . 

8,  899,  572,  695 

51, 306 

1,281,047 

2, 996 

10, 442 

73, 016 

1894  . 

8,  646,  600, 008 

50,  416 

1,268,453 

2,911 

10, 763 

60, 510 

1893  . 

8,331,603,006 

50, 293 

1,246,093 

2, 805 

8,902 

58, 553 

1892  . 

8, 294, 689, 760 

52, 348 

1,265,262 

2,793 

9,400 

62, 073 

1891 . 

8,  007,  989,  723 

50, 858 

1, 246,  333 

2, 696 

10, 127 

62,  347 

1890  . 

7,  577, 327, 615 

49, 473 

1,203,750 

2,551 

9,814 

63, 956 

VIII-B. — Analysis  of  railway  capital  and  assignment  to  mileage,  area,  population,  and 
traffic  for  the  years  ending  June  30,  1904  to  1890 — United  States. 

TOTAL  RAILWAY  CAPITAL  OUTSTANDING. 


Stock. 


Year  ending  June  30 — 

Total. 

Common. 

Preferred. 

Per  cent 
of  total 
capital. 

Per  mile 
of  line. 

1904 . 

$6,  339, 899, 329 

$5, 050, 529, 469 

$1, 289,  369, 860 

47.98 

$30, 836 

1903 . 

6, 155,  559,  032 

4,876,961,012 

1,278, 598,020 

48.85 

30, 869 

1902 . 

6, 024,  201 , 295 

4,  722, 056, 120 

1,302,145,175 

49.  65 

30, 930 

1901 . 

5, 806, 566,  204 

4,  475, 408,  821 

1, 331, 157,  383 

49.68 

30,568 

1900 . 

5, 845,  579,  593 

4, 522,291,838 

1,323,287,755 

50.87 

31,280 

1899 . 

5,  515,  Oil,  726 

4,  323, 300,  969 

1,191,710,757 

49.98 

30, 267 

1898 . 

5, 388, 268, 321 

4,269,271,714 

1,118,996,607 

49.81 

30, 054 

1897 . 

5, 364,  642, 255 

4, 367, 056, 657 

997, 585, 598 

50.  44 

30,074 

1896 . 

5, 226, 527, 269 

4,256,570, 577 

969, 956, 692 

49.46 

29, 484 

1895 . . . 

4,961,258,656 

4,  201, 697, 351 

759, 561.  305 

47.95 

28, 602 

1894 . 

4, 834,  075,  659 

4, 103,  584, 166 

730,491,493 

47.44 

28, 186 

1893 . 

4,  668,  935, 418 

3,  982,  009, 602 

686, 925, 816 

47. 19 

28, 184 

1892 . 

4,  633,108,763 

3, 978, 762, 245 

654,  346,  518 

47. 83 

29, 240 

1891 . 

4, 450,  649, 027 

3, 796,  239,  374 

654, 409,  653 

47.90 

28, 266 

1890 . 

4, 409,  658, 485 

3, 803, 284, 943 

606,  373,  542 

49.08 

28, 791 

Funded  debt. 


Year 
ending 
June  30— 

Total. 

Bonds. 

Miscella¬ 

neous 

obligations. 

Income 

bonds. 

Equipment 

trust 

obligations. 

Per 
cent  of 
total 
capital. 

Per 

mile  of 
line. 

1904 . 

$6, 873, 225, 350 

$5,  746, 898, 983 

$723, 114, 986 

$229, 876, 687 

$173, 334, 694 

52.02 

$33,429 

1903 . 

6, 444, 4Si;  226 

5, 426, 730, 154 

640, 704, 135 

234,016,821 

142,980,116 

51.15 

32,317 

1902 . 

6,109,981,669 

5, 213, 421, 911 

564, 794, 588 

242, 556, 745 

89,  208, 425 

50.  35 

31,371 

1901 . 

5, 881, 580, 887 

5, 048,811,611 

545, 780, 485 

218, 872, 068 

68,116.723 

50.32 

30, 963 

1900 . 

5,  645, 455, 367 

4,  900, 626, 823 

464, 983,  341 

219,  536, 883 

60, 308, 320 

49. 13 

30,210 

1899 . 

5, 518,  943, 172 

4, 731,054,376 

485, 781, 695 

260, 048, 753 

42, 058, 348 

50.02 

30,289 

1898 . 

5, 430, 285, 710 

4, 640,  762,  632 

486, 977, 279 

262, 194, 688 

40,351,111 

50.19 

30,289 

1897 . 

5, 270, 365, 819 

4,539, 911,595 

430, 718, 303 

259, 847, 154 

39, 888,  767 

49.56 

29,  -546 

1896 . 

5, 340,  338, 502 

4,517,872,063 

457,  735, 531 

314, 425, 977 

50, 304, 931 

50. 54 

30, 126 

1895 . 

5, 385, 495, 573 

4,  641, 755, 548 

445,221,472 

242, 603, 226 

55, 915,  327 

52.05 

31,048 

1894 . 

5, 356, 583, 019 

4,593,931,754 

456, 277, 380 

242, 403,  681 

63,  970, 204 

52.56 

31,233 

1893 . 

5, 225, 689, 821 

4, 504, 383, 162 

410, 474, 647 

248, 132, 730 

62,  699, 282 

52. 81 

31,545 

1892 . 

5, 053, 038, 050 

4,  302, 570, 993 

392, 107,  940 

303, 205, 522 

55, 153, 595 

52. 17 

31,890 

1891 . 

4, 840, 266, 412 

4,081,621,675 

379, 600, 890 

324, 288, 690 

54, 755, 157 

52. 10 

30, 740 

1890 . 

4, 574, 576, 131 

4, 123, 921,  557 

324,242,541 

76, 933, 818 

49,478,215 

.50. 92 

29, 868 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


785 


VIII-B — Analysis  of  railway  capital  and  assignment  to  mileage ,  area,  population ,  and 
traffic  for  the  years  ending  June  30 ,  1904  to  1890 — United  Stales — Continued. 

TOTAL  RAILWAY  CAPITAL  OUTSTANDING. 


Year  ending  June  30— 

Total  railway 
capital. 

Per  mile 
of  line. 

Per  10,000 
inhabi¬ 
tants. 

Per  square 
mile  of 
territory. 

Per  100,000 
ton-miles 
of  freight. 

Per  100,000 
passenger- 
miles. 

1904  . 

$13,213,124,679 

$64, 265 

$1,627,340 

$4,449 

$7,  571 

$60, 270 

1903  . 

12, 599,  990,  258 

63, 186 

1, 577,077 

4,242 

7,274 

60, 242 

1902  . 

12, 134, 182, 964 

62, 301 

1,  543, 895 

4,086 

7,  715 

61,626 

1901 . 

11,688,147,091 

61, 531 

1,512,156 

3,  935 

7,947 

67, 353 

1900  . 

11,491,034,960 

61, 490 

1,512,086 

3,869 

8, 115 

71,648 

1899  . 

11, 033, 954, 898 

60,  556 

1, 477, 302 

3, 715 

8, 922 

75,  620 

1898  . 

10, 818, 554, 031 

60,  343 

1,474,215 

3,643 

9,484 

80, 857 

1897  . 

10,  635,  008, 074 

59,  620 

1,475,435 

3,581 

11, 178 

86,  767 

1896  . 

10,  566, 865,  771 

59, 610 

1,493,005 

3,558 

11, 085 

80,  978 

1895  . 

10, 346,  754, 229 

59,  650 

1, 489, 361 

3,484 

12, 140 

84, 89C 

1894  . 

10,190, 658,678 

59, 419 

1,494,966 

3,431 

12, 685 

71,316 

1893  . 

9, 894, 625, 239 

59,  729 

1,479,862 

3, 331 

10, 573 

69,  538 

1892  . 

9,  686, 146, 813 

61,130 

1,477,513 

3,261 

10,  977 

72,  485 

1891 . 

9,  290,  915, 439 

59, 006 

1,446,003 

3, 128 

11,749 

72,335 

1890  . 

8, 984,234,616 

58, 659 

1,427,254 

3, 025 

11,637 

75, 831 

IX. — Railway  employees  and  assignment  to  mileage ,  population ,  and  traffic  for  the  years 
ending  June  30,  1904,  1900,  1890,  and  1880 — United  States. 


Year  ending  June  30 — 

Number. 

Per  100 
miles  of 
line. 

Per  10,000 
inhabit¬ 
ants. 

Per 

100,000,000 
passengers 
carried  1 
mile. 

Per 

100,000,000 
tons  of 
freight  car¬ 
ried  1  mile. 

1904 . 

1,296,121 

611 

160 

5, 912 
6,345 

743 

1900 . 

1, 017, 653 
749, 301 
418, 957 

529 

142 

719 

1890 . 

479 

121 

6,325 

971 

1880 . . 

477 

83 

f  299 

1,295 

X. — Compensation  paid  railway  employees,  classified  according  to  employment ,  for  the  years 

ending  June  30,  1904  to  1890 —  United  States. 

[Covers  over  99  per  cent  of  the  number  of  employees  for  all  the  years  mentioned,  excepting  1903,  the 

per  cent  for  which  was  97.] 


Class. 


General  officers . 

Other  officers . 

General  office  clerks . . . 

Station  agents . 

Other  station  men . 

Enginemen . 

Firemen . 

Conductors . 

Other  trainmen . 

Machinists . 

Carpenters . 

Other  shopmen . 

Section  foremen . 

Other  trackmen . 

Switch  tenders,  cross¬ 
ing  tenders,  and 

watchmen . 

Telegraph  operators 

and  dispatchers . 

Employees — account 
floating  equipment . . 
All  other  employees 
and  laborers . 

Total . 


1904. 

1903. 

1902. 

1901. 

Amount. 

Aver¬ 

age 

daily 

com¬ 

pensa¬ 

tion. 

Amount. 

Aver¬ 

age 

daily 

com¬ 

pensa¬ 

tion. 

Amount. 

Aver¬ 

age 

daily 

com¬ 

pensa¬ 

tion. 

Amount. 

Aver¬ 

age 

daily 

com¬ 

pensa¬ 

tion. 

$14, 475, 126 
10,816,880 
34,735,708 
22, 584,  269 
66, 318, 729 
68, 946, 543 
40, 463, 040 
44,150,760 
75,521,384 
37,  344,  571 
36,  654, 270 
94,463,049 
22, 555,  363 
104, 600, 785 

$11. 61 
6.07 
2.22 
1.93 
1.69 
4. 10 
2.35 
3.50 
2.27 
2.  61 
2.26 
1.91 
1.78 
1.33 

$13, 244, 121 
10, 010, 099 
30, 486, 272 
21,011,724 
60, 463, 462 
64, 173, 825 
37, 484, 283 
39,  932, 537 
66,221,636 
33, 414,  954 
35, 526,  545 
84, 133, 168 
21,  430,  984 
103, 426, 685 

$11. 27 
5.  76 
2.21 
1. 87 
1.64 
4.01 
2.28 
3. 38 
2.17 
2. 50 
2. 19 
1.86 
1.78 
1.31 

$13, 090, 284 
9, 491, 146 
26,  853, 600 
20, 172, 608 
53, 709,  985 
58, 135, 447 
33,  780,  709 
35,211,477 
56, 335, 462 
28, 412, 840 
31,925, 126 
73,269,159 
20,  356, 376 
89, 536, 409 

$11. 17 

5.60 
2. 18 
1.80 

1.61 
3.84 
2. 20 
3.21 
2. 04 
2.36 
2.08 
1.78 
1.72 
1.25 

$13,141,428 
9, 055, 189 
24, 833, 944 
19, 239, 279 
47, 496, 433 
53, 353, 624 
30, 941, 619 
32, 352,  367 
51,616,290 
24, 745, 769 
29, 937, 027 
63,  951,  988 
19,191,808 
76, 228, 053 

$10. 97 
5.56 
2.19 
1.77 
1.59 
3.  78 
2. 16 
3. 17 
2.00 
2. 32 
2. 06 
1.75 
1.71 
1.23 

26, 920, 495 

1.77 

27, 162, 555 

1.76 

28, 669, 990 

1.77 

26, 473, 608 

1.74 

21,770,296 

2. 15 

19,  962, 487 

2. 08 

18, 281,069 

2.01 

17, 152,  034 

1.98 

4,884,713 

2.17 

5,032,788 

2. 11 

4,  363, 822 

2.00 

4, 316, 140 

1.97 

90, 392, 829 

1.82 

84, 203, 290 

1.77 

74, 433, 083 

1.71 

66, 657, 101 

1.69 

817, 598, 810 

«757, 321,415 

676, 028, 592 

610,  713, 701 

. 

. 

a  Excludes  compensation  paid  by  Chicago,  Milwaukee  and  St.  Paul  Railway  Company,  not  reported 
The  corresponding  amount  paid  in  1904  was  $19,976,412,  and  in  1902,.  $17,267,654. 


S.  Doc.  244,  59-1 - 50 


786 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


X. — Compensation  paid  railway  employees ,  classified  according  to  employment,  for  the  years 
ending  June  30,  1904  to  1890 — United  States — Continued. 


Class. 

1900. 

1899. 

1898. 

1897. 

Amount. 

Aver¬ 

age 

daily 

com¬ 

pensa¬ 

tion. 

Amount: 

Aver 

age 

daily 

com- 

pensa 

tion. 

Amount. 

Aver¬ 

age 

daily 

com¬ 

pensa¬ 

tion. 

Amount. 

Aver¬ 

age 

daily 

com¬ 

pensa¬ 

tion. 

General  officers . 

$13,157,420 

$10.  45 

$12, 964, 442 

$10. 03 

$12,632, 224 

$9.73 

$12, 304, 161 

$9.54 

Other  officers . 

8, 141, 500 

5. 22 

7, 489, 340 

5. 18 

6, 870, 275 

5. 21 

6,  687, 804 

5.12 

General  office  clerks. . . 

23, 127, 228 

2.19 

21,250,005 

2.20 

19,  859,  404 

2. 25 

19, 368, 653 

2.18 

Station  agents . . 

18, 553, 252 

1.  75 

18, 008,  657 

1.74 

17, 692, 146 

1.73 

17,221,177 

1.73 

Other  station  men . 

45, 627, 016 

1.60 

42,619,  013 

1.60 

40,237,653 

1.61 

38, 428, 242 

1.62 

Enginemen . 

50,713,401 

3.75 

46, 746,  044 

3.  72 

44, 307,  993 

3.72 

40, 948, 169 

3.65 

Firemen . 

29, 203, 596 

2.14 

26,  648,  634 

2.10 

25, 199, 230 

2.09 

23,316,883 

2.05 

Conductors . 

30,  089, 322 

3.17 

27,  642,  397 

3.13 

26.  316, 465 

3.13 

24, 500, 832 

3.07 

Other  trainmen . 

44, 844, 475 

1.96 

41,261,977 

1.94 

39, 597, 133 

1.95 

37, 535, 000 

1.90 

Machinists . 

22,  924,  702 

2.30 

20, 726,  733 

2.29 

19,  507, 896 

2. 28 

18,442,257 

2.  23 

Carpenters . 

28,144,452 

2.  04 

24. 989, 566 

2.03 

23,  951, 246 

2.  02 

21,971,689 

2. 01 

Other  shopmen . 

59, 470, 846 

1.73 

53, 239,  606 

1.72 

51, 359, 701 

1.70 

47, 463,  543 

1.71 

Section  foremen . 

18,481,594 

1.68 

17, 824,  351 

1.68 

17, 223, 628 

1.69 

17, 100, 569 

1.70 

Other  trackmen . 

71,664,298 

1.22 

61, 439, 929 

1.18 

57,  303,  740 

1.16 

54, 008, 065 

1.16 

Switch  tenders,  cross- 

ing  tenders,  and 

watchmen . 

29, 599, 258 

1.80 

27, 984,  774 

1.77 

26, 633,  630 

1.74 

24, 410, 195 

1.72 

Telegraph  operators 

and  dispatchers . 

16,176,401 

1.96 

15, 110,112 

1.93 

14,259,057 

1.92 

13, 579, 209 

1.90 

Employees — a  c  c  o  u  n  t 

floating  equipment . . 

4,  247,  915 

1.92 

3,  983, 162 

1.89 

3, 551,898 

1.89 

3, 589, 254 

1.86 

All  other  employees 

and  laborers . 

63, 098, 165 

1.71 

53, 039, 154 

1.68 

48, 552,  299 

1.67 

44,  725, 879 

1.64 

Total . 

577, 264, 841 

522, 967,896 

495, 055, 618 

465,601,581 

1896. 

1895. 

1894. 

1893. 

Aver- 

Aver- 

Aver- 

Aver- 

age 

age 

age 

age 

Amount. 

daily 

Amount. 

daily 

Amount. 

daily 

Amount. 

daily 

com- 

com- 

com- 

com- 

pensa- 

pensa- 

pensa- 

pensa- 

tion. 

tion. 

tion. 

tion. 

General  officers . 

$12, 497, 957 

$9.19 

$12,234,686 

$9. 01 

$12, 792, 793 

$9.71 

1 

<tti  a  a  r(yi 

©Q  1 A 

Other  officers . 

5, 301, 119 

5. 96 

4, 854, 824 

5. 85 

3, 322, 089 

5.  75 

1 

•tT-L*,  /  OU1 

«tpo«  JLU 

General  office  clerks... 

19, 037, 816 

2.21 

18, 820,  959 

2. 19 

19,077,963 

2.  34 

20, 111,  130 

2. 25 

Station  agents . 

17, 050, 117 

1.73 

16, 681,  380 

1.74 

16,588, 277 

1.75 

16, 758, 331 

1.83 

Other  station  men . 

39, 076, 478 

1.62 

38, 460, 716 

1.62 

36,659, 516 

1.63 

39, 880, 013 

1.65 

Enginemen . 

41,354, 307 

3. 65 

39, 490,  901 

3. 65 

39, 633, 962 

3.  61 

44, 930, 881 

3.68 

Firemen . 

23. 724, 854 

2.06 

22,571,130 

2. 05 

22, 793, 093 

2.03 

25,981,464 

2.  06 

Conductors . 

24, 758,  485 

3.05 

23,  708.  480 

3.04 

23, 807, 486 

3.04 

26, 854, 836 

3.10 

Other  trainmen . 

38, 379, 035 

1.90 

36, 504, 135 

1.90 

36,  637,  729 

1.89 

43,412, 916 

1.92 

Machinists . 

19,312, 746 

2.26 

17,  724, 171 

2.22 

18, 263, 226 

2.21 

21,939,354 

2.31 

Carpenters . 

22,  948, 585 

2.03 

20,961,980 

2.03 

21,  502, 302 

2.02 

26,614,585 

2.10 

Other  shopmen . 

48, 497, 887 

1.69 

44, 738, 582 

1.70 

42, 558, 166 

1.69 

50, 197, 236 

1.73 

Section  foremen . 

17,097,832 

1.70 

16,  735, 703 

1.70 

16, 755, 590 

1.71 

16, 844, 133 

1. 75 

Other  trackmen . 

54,521,113 

1.17 

50,  513, 897 

1.17 

51, 865, 100 

1.18 

63, 377, 850 

1.22 

Switch  tenders,  cross- 

ing  tenders,  and 

watchmen . 

24, 950, 907 

1.74 

24,254,269 

1.75 

24, 464, 841 

1.75 

26,915, 906 

1.82 

Telegraph  operators 

and  dispatchers . 

13, 695, 587 

1.93 

13, 615,  311 

1.98 

13, 543, 426 

1.93 

14,541,604 

1.96 

Employees— a  c  co  u  n  t 

floating  equipment . . 

3,  221, 290 

1.94 

3, 260, 020 

1.91 

3, 246, 068 

1.97 

3, 719, 851 

1.96 

All  other  employees 

• 

and  laborers . 

43, 398, 416 

1.65 

40, 377,117 

1.65 

43, 782, 000 

1.65 

54,001,924 

1.70 

Total . 

468, 824, 531 

445, 508, 261 

447,  293, 627 

510, 856, 615 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES.  787 


X. — Compensation  paid  railway  employees ,  classified  according  to  employment ,  for  the  years 
ending  June  30 ,  1904  to  1890 — United  States — Continued. 


Class. 


General  officers . 

Other  officers . 

General  office  clerks . 

Station  agents . 

Other  station  men . 

Enginemen . 

Firemen . 

Conductors . 

Other  trainmen . 

Machinists . 

Carpenters . 

Other  shopmen . 

Section  foremen . 

Other  trackmen . 

Switch  tenders,  crossing 

tenders,  and  watchmen _ 

Telegraph  operators  and  dis¬ 
patchers  . . . 

Employees — account  floating 

equipment . 

All  other  employees  and  la¬ 
borers  . 

Total . 


1892. 

1891. 

1890. 

Amount. 

Average 

daily 

compen¬ 

sation. 

Amount. 

Average 

daily 

compen¬ 

sation. 

Amount. 

Average 
daily 
compen¬ 
sation. a 

}  $14, 036, 021 

$7.83 

$14, 122, 930 

$9. 12 

$13, 584, 924 

18,203,303 

2.23 

17,  692, 192 

2. 24 

16,901,342 

15,898,217 

1.82 

15, 284, 076 

1.80 

14,806,456 

36,  740, 387 

1.68 

35, 645, 960 

1.66 

34, 918, 155 

42, 175,  466 

3.  68 

39,  722, 867 

3. 64 

37,814,011 

24, 178,  900 

2.  08 

23,028,150 

2.04 

21,750, 252 

25,128,089 

3.08 

23, 352,  657 

3.06 

21, 881, 455 

40, 513, 830 

1.90 

37, 485,  724 

1.88 

35, 276,  703 

20, 309, 183 

2. 29 

18, 967, 275 

2.25 

19, 235, 809 

25,  358,  283 

2.  08 

23, 785,  584 

2.05 

24, 090,  749 

46,  645, 852 

1.72 

44,  581, 515 

1.72 

42,179, 614 

16,421,412 

1.76 

16, 057, 037 

1.79 

15,  238, 221 

60, 630, 907 

1.22 

58, 445,  057 

1.23 

57, 560,  900 

24,  677, 169 

1.80 

23, 150, 968 

1.81 

20, 656, 369 

13, 157,  820 

1.92 

12, 293,  782 

1.91 

11,823, 844 

3, 395,  333 

2.03 

3, 299, 290 

1.98 

3, 565, 408 

49,711,259 

1.68 

47, 982, 073 

1.71 

42,686,131 

477,181,431 

454,897,137 

433, 970, 343 

a  Not  obtainable. 


XI. — Passenger  traffic  for  the  years  ending  June  30,  1904  to  1880 — United  States. 


Year  ending  June  30 — 

Number  of 
passengers 
carried. 

Number  of 
passengers 
carried  one 
mile. 

Number  of 
passengers 
carried 
one  mile 
per  mile 
of  line. 

Passenger- 

train 

mileage. 

Average 
number 
of  pas¬ 
sengers 
in  train. 

Average 
journey 
per  pas¬ 
senger. 

Miles. 

1904  . 

715,419,  682 

21, 923,  213,  536 

104, 198 

440, 464, 866 

46 

30. 64 

1903  . 

694, 891, 535 

20, 915,  763, 881 

103, 291 

425, 142, 204 

46 

30.10 

1902  . 

649, 878, 505 

19,  689, 937,  620 

99, 314 

405,  613, 231 

45 

30.  30 

1901 . 

607,  278, 121 

17, 353,  588,  444 

89,  721 

385, 1?2, 567 

42 

28.58 

1900  . 

576,831,251 

16,  038, 076, 200 

83, 290 

«  363, 469, 596 

41 

27.  80 

1899  . 

523, 176,  508 

14, 591,327,613 

77, 821 

354, 416, 916 

41 

27.  89 

1898  . 

501 , 066,  681 

13, 379,  930, 004 

72, 462 

341, 526,  769 

39 

26. 70 

1897  . 

489, 445, 198 

12, 256, 939, 647 

66, 874 

335, 018,  605 

37 

25. 04 

1896  . 

511,772,737 

13, 049,  007, 233 

71,705 

332, 854, 218 

39 

25.-60 

1895  . 

507,421,362 

12, 188, 446,  271 

68, 572 

317,565,615 

38 

24.02 

1894  . 

540, 688, 199 

14, 289, 445,  893 

81,333 

326,  503, 219 

44 

26.  43 

1893  . 

593, 560,  612 

14,229,101,084 

83,  809 

335,  618,  770 

42 

23.  97 

1892  . 

560, 958, 211 

13,362,898,299 

82, 285 

317,538,883 

42 

23. 82 

1891 . 

531, 183,998 

12, 844,  243, 881 

79,  642 

307, 927,  928 

42 

24. 18 

1890  . 

492,430, 865 

11,847,785,617 

75,  751 

285, 575, 804 

41 

24.  06 

1889  . 

481,900,061 

11,672,476,293 

77, 652 

275,821,716 

42 

24. 22 

1888 . 

449, 362,  370 

11,159,162,407 

77, 350 

266, 901, 443 

42 

24. 83 

1887  . 

414,848,281 

10,  369,  564,  383 

76, 325 

240, 265,120 

43 

25. 00 

1886  . 

371,320,044 

9,  328, 106,  528 

76, 027 

217,640,318 

43 

25. 12 

1885  . 

340, 851,632 

8,  644, 234,  439 

73, 780 

205, 141, 293 

42 

25.  36 

1884  . 

332, 105, 449 

8,  574, 460, 432 

75, 168 

197,651,405 

43 

25.  82 

1883  . 

305, 466,  999 

8, 246,  522, 055 

76, 455 

179, 023, 378 

46 

27. 00 

1882  . 

285, 934, 917 

7,681,578,395 

79,  018 

160,914,626 

48 

26. 86 

1881 . 

240,  747,  900 

6, 493, 434,  755 

74,  677 

144,  839, 504 

45 

26.97 

1880  . 

269, 583,340 

5, 740, 112,  502 

65,  392 

138, 225, 621 

42 

21.29 

a  This  passenger-train  mileage  excludes  25  per  cent  of  mixed-train  mileage  which  in  prior  years 
was  included.  The  change  in  the  rule  for  compiling  passenger-train  mileage  is  followed  for  all  sub¬ 
sequent  years. 


788 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


XII. — Freight  traffic  for  the  years  ending  June  30 ,  1904  to  1880 — United  States. 


Year 

ending 

June 

30— 


1904  . . 

1903 . . 
1902  . . 
1901  .. 

1900 . . 
1899  . . 
1898  .. 
1897  . . 
1896  . . 
1895  . . 
1894  .. 
1893  . . 
1892  . . 
1891  . . 
1890  . . 
1889  . . 
1888  .. 
1887  . . 
1886  . . 
1885  .. 
1884  .. 
1883  . . 
1882  . . 
1881  .. 
1880  . . 


Number  of  tons  of  freight 
reported  as  carried. 


Total. 

Excluding 
tonnage  re¬ 
ceived  from 
connecting 
roads  and 
other  car¬ 
riers. 

1, 309, 899, 165 

714, 375, 339 

1,  304,  394,  323 

714, 767, 821 

1,200,315,787 

657,846, 807 

1, 089, 226, 440 

583, 692, 427 

1,081,983,301 

583, 351,  351 

943,  715,  372 

501, 527, 375 

863, 628,  605 

728, 900,  275 

753, 716, 562 

686,  614,  778 

628, 757, 196 

733,558,341 

700, 744, 184 

638,  887, 653 

631, 740, 636 

604,141,536 

566, 128,  440 

534, 105, 547 

460, 291, 177 

411, 105, 912 

388, 211, 441 

375, 395, 381 

353, 646, 931 

326,713,946 

290, 897, 395 

Number 

Aver¬ 
age 
num¬ 
ber  of 
tons  in 
train. 

Average  haul  per 
ton. 

Number  of  tons 
freight  carried 
one  mile. 

of  tons  of 
freight 
carried 
one  mile 
per  mile 
of  line. 

Freight 
train  mile¬ 
age. 

Typical 
haul  of 
the  av¬ 
erage 
railway. 

Typical 
haul  of 
all  the 
railways 
regard¬ 
ed  as  a 
system. 

174,522,089,577 

829, 476 

535, 090, 971 

307. 76 

Miles. 
133. 23 

Miles. 
244. 30 

173,221,278, 993 

855, 442 

526,312, 433 

310. 54 

132. 80 

242.35 

157, 289, 370, 053 

793, 351 

499,711,176 

296. 47 

131.  04 

239. 10 

147,077,136,040 

760,414 

491,942, 041 

281. 26 

135. 03 

251. 98 

141,596,551,161 

735, 352 

«492, 543, 526 

270. 86 

130. 87 

242. 73 

123,  667, 257, 153 

659, 565 

507,841,798 

243.  52 

131.04 

246. 58 

114,077,576,305 

617,810 

503,  766, 258 

226. 45 

132. 09 

95, 139, 022,  225 

519, 079 
523, 832 

464, 962, 242 

204.62 

130. 52 

95, 328,  360, 278 

479, 500, 170 

198. 81 

126. 48 

85, 227, 515, 891 

479, 490 

449,291,238 

189. 69 

124. 13 

80, 335, 104,  702 

457, 252 

446, 807, 223 

179.  80 

127.  77 

93,588,111,833 

551,232 

508, 719, 506 

183. 97 

127. 58 

88,241,050, 225 

543, 365 

485, 402, 369 

181.79 

125. 92 

79, 079, 026,  563 

490, 336 

446,  274, 508 

177. 20 

.123. 77 

77, 207, 047, 298 

493, 638 

435, 170, 812 

177. 42 

122. 21 

69,  519,467,029 

463, 751 

419, 180, 285 

165. 85 

115.  07 

66, 053,  554,  661 

458, 877 

414, 509, 840 

159.  35 

116.  68 

62,  574, 067, 106 

463, 810 

384, 556,  482 

162. 72 

117.16 

54, 358, 139, 273 

444, 993 

340, 379, 421 

159. 70 

118. 10 

49, 253, 177, 841 

422, 148 

319, 760, 363 

154.  03 

119.81 

45, 863, 411,398 

405, 064 

315, 052, 554 

145.  57 

118.14 

43,  878, 284,  320 

407, 730 

310, 229, 452 

141. 44 

116.89 

40, 213,  710, 847 

414,  512 

287, 187, 659 

140. 03 

113.  71 

38, 108,  826,  793 

437, 712 

273, 523, 843 

139. 33 

116.  64 

32, 348, 846,  693 

368, 514 

251,022,710 

128.87 

111. 20 

a  This  freight-train  mileage  excludes  75  per  cent  of  mixed-train  mileage,  which  in  prior  years  was 
included.  The  change  in  the  rule  for  compiling  freight-train  mileage  is  followed  for  all  subsequent 
years. 


XIII. — Summary  showing  freight  traffic  movement ,  by  class  of  commodity,  for  the  years 
ending  June  30,  1904  to  1900,  and  1890 — United  States. 

TONNAGE  ORIGINATING  ON  ROAD. 


* 

1904. 

1903. 

1902. 

Class  of  commodity. 

/ 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Products  of  agriculture . 

Tons. 
61,512,543 
17, 576, 078 
330,872,195 
80,  383, 577 
86, 088, 583 
30, 986, 689 
34,  260, 882 

9.59 

Tons. 

61,056,212 
16, 802, 893 
329, 335,  621 
74, 559, 980 
91,980, 903 
29,  949, 022 
35,116,027 

9. 56 

Tons. 

53, 723, 115 
15, 362, 410 
304,  634, 808 
67,  703, 050 
84, 289, 257 
25, 444, 025 
30, 675, 776 

9.23 

Products  of  animals . 

2.  74 

2. 63 

2.64 

Products  of  mines . 

51.  56 

51.56 

52. 36 

Products  of  forests . 

12.53 

11.67 

11.64 

Manufactures . 

13. 41 

14.  39 

14. 49 

Merchandise . 

4.83 

4.69 

4.37 

Miscellaneous . 

5. 34 

5. 50 

5. 27 

Grand  total . 

641, 680, 547 

100. 

638, 800,  658 

100. 

581,832,441 

100. 

1901. 

1900. 

1890. 

Class  of  commodity. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Products  of  agriculture . 

Tons. 

56, 102, 838 
15, 145, 297 
269, 372,  556 
60, 844, 933 
71,681,178 
21,697,693 

10.76 

Tons. 

53,  468,  496 
14,844,837 
271,602,072 
59, 956, 421 
69, 257, 145 
21,974,201 
25,  329, 045 

. 

10. 35 

Tons. 

28, 865, 536 
10, 497, 285 
129, 977, 648 
32, 674, 105 
37, 093, 806 
12, 946, 615 
22, 057, 871 

10.53 

Products  of  animals . 

2. 91 

2.87 

3.83 

Products  of  mines . 

51.67 

52.  59 

47. 42 

Products  of  forests . 

11.67 

11. 61 

11.92 

Manufactures . 

13. 75 

13.  41 

13.52 

Merchandise . 

4. 16 

4.26 

4.73 

Miscellaneous . 

26',  493i  338 

5.08 

4.91 

8.05 

Grand  total . 

521,337,833 

100. 

516, 432, 217 

100. 

274,112, 866 

100. 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


789 


XIII. — Summary  showing  freight  traffic  movement ,  by  class  of  commodity ,  for  the  years 
ending  June  SO ,  1904  to  1900 ,  and  1890 —  United  States — Continued. 

TONNAGE  RECEIVED  FROM  CONNECTING  ROADS  AND  OTHER  CARRIERS. 


1904. 

1903. 

1902. 

Class  of  commodity. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Products  of  agriculture . 

Tons. 

66,093.786 
18,843,327 
254,  209,  601 
55, 031, 340 
83, 469, 484 
.  22,995,284 
34,281,350 

12. 36 

Tons. 

66, 932, 445 
17, 115, 254 
246, 302, 507 
51,838,767 
88, 538, 508 
25,  949,  685 
30, 282, 699 

12.70 

Tons. 

59, 225, 552 
17, 466, 157 
226, 752, 982 
46, 283,  011 
77,  757,  039 
21,571,191 
30, 730, 254 

12. 34 

Products  of  animals . 

3.52 

3. 25 

3.64 

Products  of  mines . 

47. 52 

46.74 

47.26 

Products  of  forests . 

10. 29 

9.  84 

9.64 

Manufactures . 

15.60 

16.80 

16.  21 

Merchandise . 

4.  30 

4.92 

4.50 

Miscellaneous . 

6.41 

5. 75 

6.41 

Grand  total . 

534, 924, 172 

100. 

526, 959, 865 

100. 

479,  786, 186 

100. 

1901. 

1900. 

1890. 

Class  of  commodity. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Products  of  agriculture . 

Tons. 

71, 262, 551 
17, 634, 875 
208,  896, 553 
41,090, 417 
65,  762,  982 
21,770, 622 
25, 111,359 

15. 78 

Tons. 

68,  472, 500 
17,524,837 
206,181,412 
39, 799,  754 
65, 782,  731 
20,  546, 892 
23, 123, 262 

15. 51 

Tons. 
41,041,868 
11, 680,  799 
115,244,678 
21, 714,  792 
34, 929, 964 
10, 900,  392 
23, 469, 375 

15.84 

Products  of  animals . 

3.91 

3.97 

4.51 

Products  of  mines . 

46.27 

46. 71 

44.  50 

Products  of  forests . 

9. 10 

9.02 

8.39 

Manufactures . 

14. 56 

14.90 

13.49 

Merchandise . 

4.82 

4.  65 

4.21 

Miscellaneous . 

5. 56 

5. 24 

9.06 

Grand  total . 

451, 529,  359 

100. 

441,431,388 

100. 

258, 981,868 

100. 

TOTAL  FREIGHT  TONNAGE. 


1904. 

1903. 

1902. 

Class  of  commodity. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Products  of  agriculture . 

Tons. 

127, 606,  329 
36, 419, 405 
585,081,796 
135,  414, 917 
169, 558, 067 
53,981,973 
68, 542, 232 

10.84 

Tons. 

127, 988, 657 
33, 918, 147 
575, 638, 128 
126, 398,  747 
180, 519, 411 
55, 898,  707 
65, 398, 726 

10. 98 

Tons. 

112, 948, 667 
32, 828,  567 
531, 387,  790 
113,986,061 
162, 046, 296 
47,015, 216 
61,406,030 

10.64 

Products  of  animals . 

3. 10 

2.91 

3.09 

Products  of  mines 

49. 72 
11.51 

49. 38 

50.  06 

Products  of  forests . 

10.84 

10.74 

Manufactures . 

14.41 

15.48 

15. 26 

Merchandise . 

4.59 

4.80 

4.43 

Miscellaneous . 

5. 83 

5.61 

5. 78 

Grand  total . 

a  1,176, 604,  719 

100. 

b  1, 165,  760, 523 

100. 

cl,  061, 618, 627 

100. 

1901.' 

1900. 

1890. 

Class  of  commodity. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Amount. 

Per 

cent. 

Products  of  agriculture . 

Tons. 

127, 365, 389 
32, 780, 172 
478, 269, 109 
101,935,350 
137,444,160 
43,  468, 315 
51, 604, 697 

'  13.09 

Tons. 

121, 940, 996 
32, 369, 674 
477, 783, 484 
99,  756, 175 
135, 039, 876 
42,521,093 
48, 452, 307 

12. 73 

Tons. 

86, 536, 657 
26,  428, 028 
271,545, 700 
63, 798, 185 
79,  950,  770 
29, 746, 813 
82, 446, 395 

13.51 

Products  of  animals . 

3.37 

3.38 

4.13 

Products  of  mines . 

49. 16 

49.  88 

42.40 

Products  of  forests . 

10.48 

10. 41 

9. 96 

Manufactures . 

14. 13 

14.10 

12.48 

Merchandise . 

4.47 

4.  44 

4.65 

Miscellaneous . 

5.  30 

5.06 

12.87 

Grand  total  . 

d  972, 867,192 

100. 

e  957, 863, 605 

100. 

/  640, 452, 548 

100. 

a  Does  not  include  133,294,446  tons,  unassigned. 
b  Does  not  include  138,633,800  tons,  unassigned. 
c  Does  not  include  138,697,160  tons,  unassigned. 

<2  Does  not  include  116,359,248  tons,  unassigned. 
e  Does  not  include  124,119,696  tons,  unassigned. 

/  Does  not  include  107,357,814  tons,  “  unsegregated.” 


790 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


XIV. — Condensed  income  account  of  the  railways  in  the  United  States,  considered  as  a 

system,  for  the  years  ending  June  SO,  1904  to  1894- 


Item. 


Gross  earnings  from  operation. . 
Clear  income  from  investments. 


Gross  earnings  and  income . 

Operating  expenses . . 

Salaries  and  maintenance  of  leased 
lines . . 


Total . 


Net  earnings  and  income 
Net  interest  on  funded  debt. . . . 
Interest  on  current  liabilities.. 
Taxes . 


Total . 


Available  for  dividends,  adjust¬ 
ments,  and  improvements . 

Net  dividends . 


Amount. 


1904. 


81,  975. 174, 091 
49, 380,  970 


1, 338, 896,  253 
453, 341 


282, 118, 438 
13, 945, 009 
61,696, 354 


Available  for  adjustments  and 
improvements.® .  . 


$2,  024, 555, 061 


1, 339, 349, 594 


685, 205, 467 


357,  759,  801 


327, 445,  666 
183, 754, 236 


143, 691,430 


1903. 


81, 900, 846,907 
49, 896,  729 


1, 257, 538, 852 
430, 427 


268, 830, 564 
9,  060,  645 
57, 849, 569 


81,950, 743,636 


1,257,969,279 


692, 774, 357 


335, 740, 778 


357, 033, 579 
166, 176, 586 


190, 856, 993 


Item. 

Amount. 

1902. 

1901. 

1900. 

Gross  earnings 
from  operation . 

Clear  income 
from  invest¬ 
ments  . 

81,726,380,267 

43,  067, 141 

81,  588, 526, 037 

33,  488,  648 

81,487,044,814 

32, 526,  016 

Gross  earn¬ 
ings  and 
income . 

81, 769,  447, 408 

81,  622,  014,  685 

* 

81,519,570, 830 

Operating  ex¬ 
penses  . 

'  1, 116, 248,  747 

527,  038 

1, 030, 397, 270 

532, 299 

961,  428, 511 

520, 102 

Salaries  and 
maintenance 
of  leased  lines.. 

Total . 

1, 116, 775, 785 

1, 030, 929,  569 

961,948, 613 

Net  earnings 
and  income 
Net  interest  on 
funded  debt. ... 
Interest  on  cur¬ 
rent  liabilities.  . 
Taxes . 

652,  671, 623 

591,085,116 

557, 622, 217 

260, 295, 847 

7, 717, 103 
54,465,  437 

252, 594,808 

5, 526, 572 
50,  944,  372 

242, 998, 285 

4, 912, 892 
48, 332,  273 

Total . 

309, 065,  752 

296, 243,  450 

322, 478, 387 

Available  for 
dividends, 
adjust- 
ments,  and 
improve¬ 
ments  . 

330, 193,  236 
157, 215,  380 

282, 019, 364 
131,  626,  672 

261, 378,  767 
118,624,409 

Net  dividends _ 

Available  for 
adjust¬ 
ments  and 
improve- 
ments® . 

172, 977, 856 

150, 392, 692 

142, 754, 3.58 

a  This  amount  comprises  the  following  items:  Permanent  improvements,  advances  to  cover  deficits 
in  operation  of  weak  lines,  miscellaneous  deductions,  and  surplus. 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES.  791 

t 

XIV. — Coyidensed  income  account  of  the  railways  in  t)ie  United  States,  etc. — Continued. 


Item. 

Amount. 

1899. 

1898. 

1897. 

Gross  earnings 
from  operation. 

Clear  income 
from  invest¬ 
ments  . 

#1, 313, 610, 118 

26, 044, 996 

$1, 247,  325,  621 

21,937,636 

$1, 122, 089,  773 

18, 012, 880 

Gross  earn¬ 
ings  and 
income  .... 

$1, 339,  655, 114 

$1,269,263, 257 

81, 140, 102, 653 

Operating  ex¬ 
penses  . 

856, 968, 999 

595, 192 

817, 973, 276 

443, 325 

752, 524, 764 

508, 598 

Salaries  and 
maintenance 
of  leased  lines. . 

Total . 

857, 564, 191 

818, 416, 601 

753, 033, 362 

Net  earnings 
and  income 
Net  interest  on 
funded  debt. ... 
Interest  on  cur¬ 
rent  liabilities  . 
Taxes . 

482, 090, 923 

450, 846, 656 

387, 069, 291 

241,  657, 535 

7, 102, 847 
46, 337, 632 

237, 578, 706 

7, 073, 953 
43, 828, 224 

238, 750, 920 

7,  844, 336 
43, 137,  844 

Total . 

295, 098, 014 

288, 480,  883 

289,  733, 100 

Available  for 
dividends, 
adjust- 
ments,  and 
imp  rove- 
ments . 

186, 992, 909 
94, 273, 796 

162, 365, 773 
83, 995, 384 

97, 336, 191 
77, 403,  603 

Net  dividends. . . . 

Available  for 
ad  j  ust- 
ments  and 
improve¬ 
ments  a  .. .. 

92, 719,113 

78, 370, 389 

19, 932, 588 

Item. 

Amount. 

1896. 

1895. 

1894. 

Gross  earnings 
from  operation. 

Clear  income 
from  invest¬ 
ments  . 

$1,150, 169,376 

18, 842, 340 

81, 075, 371, 462 

21, 795, 948 

$1,073,361,797 

25, 445, 494 

Gross  earn¬ 
ings  and 
income . 

$1,169, 011,716 

$1,097,167,410 

$1,098, 807,291 

Operating  ex¬ 
penses  . 

772, 989, 044 

545, 468 

725, 720, 415 

589, 523 

731,414,322 

509, 257 

Salaries  and 
maintenance 
of  leased  lines.. 

Total . 

773,  534, 512 

726, 309,  938 

731,923,579 

Net  earnings 
and  income 
Net  interest  on 
funded  debt.... 
Interest  on  cur¬ 
rent  liabilities. 
Taxes . 

395,  477, 204 

370, 857, 472 

366, 883,  712 

241, 389,  994 

8, 469, 063 
39, 970, 791 

243, 571,401 

7, 860, 261 
39, 832,  433 

244, 035, 517 

10, 239. 190 
38, 125, 274 

Total . 

289, 829, 848 

291,264,095 

292,  399, 981 

Available  for 
dividends, 
adjust¬ 
ments,  and 
improve¬ 
ments  . 

105, 647,  356 
78, 066, 518 

79,  593, 377 
77, 146,  347 

74, 483, 731 
89, 023, 713 

Net  dividends. . . . 

Available  for 
a  d  j  ust- 
ments  and 
improve¬ 
ments  a  . ... 

27, 580,  838 

2, 447, 030 

614,539, 982 

a  See  footnote  page  16. 


b  Deficit. 


792  DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 

XIV. — Condensed  income  account  of  the  railways  in  the  United  States ,  etc. — Continued. 


Items. 


Gross  earnings  from  op¬ 
eration . 

Clear  income  from  invest¬ 
ments  . 


$9, 306 
233 


Gross  earnings  and 

income . 

Operating  expenses . 

Salaries  and  maintenance 
of  leased  lines . 


Total . 


Net  earnings  and 

income . 

Net  interest  on  funded 

debt . 

Interest  on  current  lia¬ 
bilities  . 

Taxes . 


Total . 


Available  for  divi¬ 
dends,  adjust- 
ments,  and  im¬ 
provements  . 

Net  dividends . 


Available  for  adjust¬ 
ments  and  im¬ 
provements  a . 


Per  mile  of  line  operated. 


1904. 


6,308 

2 


1,329 

66 

291 


19, 539 


1903. 


99, 258 
243 


6,310 


3, 229 


6, 125 
2 


1,686 


1,543 

866 


677 


1,309 

44 

282 


$9, 501 


6, 127 


3,374 


1,635 


1,739 

809 


930 


1902. 


98, 625 
215 


5, 577 
3 


1,300 

39 

272 


$8, 840 


5,580 


3,260 


1,611 


1,649 

785 


864 


,1901. 


1,123 

171 


5, 269 
3 


98,294 


5, 272 


3,022 


1,292 

28 

260 


,  1,580 


1,442 

673 


769 


1900. 


97, 722 
169 


4,993 

3 


1,262 

25 

251 


97, 891 


4,996 


2, 895 


1,538 


1,357 

616 


741 


1899. 


97,005 

139 


4,570 

3 


1,289 

38 

247 


97,144 


4,573 


2,571 


1,574 


997 

503 


494 


Per  mile  of  line  operated. 


Item. 

1898. 

1897. 

1896. 

1895. 

1894. 

Gross  earnings  from  opera¬ 
tion  . 

96, 755 

119 

96, 122 

98 

96, 320 

104 

96, 050 

122 

96, 109 

145 

Clear  income  from,  invest¬ 
ments  . 

Gross  earnings  and  in¬ 
come  . 

96,874 

96, 220 

96, 424 

96, 172 

96,254 

Operating  expenses . 

4, 430 

2 

4, 106 

2 

4, 248 

3 

4,083 

3 

4, 163 

3 

Salaries  and  maintenance  of 
leased  lines . 

Total . 

4,432 

4, 108 

4,251 

4,086 

4,166 

Net  earnings  and  in¬ 
come . 

• 

2,442 

2,112 

2, 173 

2,086 

2,088 

Net  interest  on  funded  debt. . 
Interest  on  current  liabilities . 
Taxes . 

1,287 

38 

237 

1,303 

43 

235 

1,326 

47 

220 

1,370 

44 

224 

1,389 

58 

217 

Total . 

1,562 

1,581 

1,593 

1,638 

1,664 

Availablefor  dividends, 
adjustments,  and  im¬ 
provements  . 

880 

455 

531 

422 

580 

429 

448 

434 

424 

507 

Net  dividends . 

Available  for  adjust¬ 
ments  and  improve¬ 
ments  a . 

425 

109 

151 

14 

6  83 

a  See  footnote  page  16. 


6  Deficit. 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES 


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M001'^COiOC^D(MrHHOCOOn 

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d 

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o 

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Amount 
per  in¬ 
habitant. 

COiOcOiO^cDCOCOiOCOiOOOtOiO 

ooooooooooooooo 

© 

Amount 
per  mile 
of  line 
operated. 

(N(N^HI>COtOWHCOOCOTt<05H 

CM  CM  CM  CM  rH  CM  CM  CM  CM  CM  CM  CM  CM  rH  CM 

m 

Propor¬ 
tion  to 
total 
earnings. 

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$ 

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amount. 

$4, 568, 282 
4,  467, 025 
4,846,718 
4, 065,  457 
3,345,912 
4,261,804 
4, 683, 205 
4, 209, 657 
3, 885, 890 
4, 140,  850 
3, 545, 198 
3, 848,  344 
3,926,196 
3,061,606 
3,245,233 

Hi  4-> 

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d  r!  (3 

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d  d.S33 

Tj'iOONrfXt^OlCOHOXasiOiO 

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.  ai00i00050oocci>ioi>oor-t^ 

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3 

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rH  rH  rH  rH  rH  rH  rn  rH  rH  rH  rH  rH 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


795 


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per  in¬ 
habitant. 

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Amount 
per  mile 
of  line 
operated. 

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O  1C  Cl  N  Cl  O  lO  Cl  Cl  1C  O  O  H  o  Cl 
C0NC0hI>O^hC0OHH(NX1> 

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tion  to 
total 
earnings. 

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per  in¬ 
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Amount 
per  mile 
of  line 
operated. 

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Propor¬ 
tion  to 
total 
earnings. 

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^  CM  CM  CM  CM  CM  O  l  CM  CM  CM  Ol  Ol  CM  CM  CM  O  l 

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796 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


Analysis  of  income  for  the  years  ending  June  30,  1889  to  1880 —  United  States. 

A.— EARNINGS  FROM  OPERATION. 


i 

Fh 

Q< 

o> 

Total  passenger  service. 

Total  freight  service. 

Total  earnings  from  opera¬ 
tion. 

Year. 

Miles  of  line  r 
sented. 

Gross  amount 

Proportion  to 
total  earn¬ 
ings. 

Amount  per 

mile  of  line 

operated. 

Gross  amount. 

Proportion  to 

total  earn¬ 

ings. 

Amount  per 

mile  of  line 

operated. 

Gross  amount. 

Proportion  to 

total  earn¬ 

ings. 

Amount  per 

mile  of  line 

operated. 

1889  ... 

155,088.31 

$303, 032, 672 

P.  cf. 
30. 62 

$1,  954 

$686, 769,  645 

P.  ct. 
69.38 

$4, 428 

$989, 802,  317 

P.  ct. 
100 

$6, 382 

1888  . . . 

150, 521. 35 

289,058,471 

30. 72 

1,920 

651, 895,  753 

69. 28 

4,331 

940, 954, 224 

100 

6, 251 

1887  . . . 

142, 156. 18 

274, 833, 393 

30. 05 

1,933 

639,  712, 732 

69.95 

4,500 

914, 546, 125 

100 

6,433 

1886  . . . 

129, 839.  63 

244, 660, 155 

30.18 

1,884 

566, 085,' 340 

69. 82 

4,360 

810, 745, 495 

100 

6, 244 

1885  . . . 

123, 637. 28 

231, 310,  357 

30.71 

1,871 

522, 019, 211 

69. 29 

4, 222 

753, 329, 568 

100 

6, 093 

1884  . . . 

120, 197. 52 

240,  344, 270 

31.11 

2,000 

2.053 

532,117,731 

68.89 

4,427 

772, 462, 001 

100 

6,427 

1883  . . . 

114, 789. 40 

235, 724,  861 

29.  72 

557, 484,735 

70. 28 

4, 857 

793, 209, 596 

100 

6,910 

1882  . . . 

105, 104. 16 

221, 092, 473 

30.  00 

2, 103 

515, 830, 426 

70.00 

4,908 

736, 922, 899 

100 

7,011 

1881  ... 

93, 808.  92 

189, 256, 182 

27.91 

2  018 

488,853,100 

72.09 

5, 211 

678, 109, 282 

100 

7,229 

1880  ... 

87, 781.  97 

163, 402,  781 

28.15 

1,861 

416, 145,  758 

71. 69 

4,  741 

«580, 450, 594 

100 

6,612 

a  Includes  $902,055,  other  earnings  from  operation. 


Analysis  of  income  for  the  years  ending  June  30,  1904  to  1890 —  United  States. 

B.— INCOME  FROM  OTHER  SOURCES. 


Year  ending  June  30— 

Lease  of 
road. 

Stocks. 

Bonds. 

Miscellane¬ 

ous. 

Total. 

1904 . 

$109, 694, 

361 

$44,  969, 

794 

$18, 702, 245 

$39, 567, 590 

$212, 933, 990 

1903 . 

109, 696, 

201 

40,081, 

725 

17, 696, 586 

38, 212, 968 

205,  687, 480 

1902 . 

110,  924, 

621 

34, 982, 

212 

17,  280, 238 

33,136,558 

196, 323,  629 

1901 . 

111,  637, 

907 

28, 822, 

788 

12, 055, 312 

27, 230, 442 

179, 746, 449 

1900 . 

99, 429, 

619 

24, 490, 

253 

11,833,974 

27,131,225 

162,885,071 

1899 . 

96, 352, 

295 

20, 104, 

521 

11,334,690 

20, 922, 477 

148, 713, 983 

1898 . 

95,471, 

678 

15,  614, 

638 

10, 529,  343 

16, 587, 120 

138, 202, 779 

1897 . 

87, 973, 

434 

12,261, 

328 

10, 404, 288 

14,  450,  960 

125, 090, 010 

1896 . 

91,916, 

969 

12, 452, 

693 

9,  560,  876 

15, 094, 193 

129, 024, 731 

1895 . 

92, 879, 

513 

11,  797, 

543 

10, 454, 140 

17,  300,  937 

132, 432, 133 

1894 . 

96,043, 

754 

15,  742, 

331 

10, 175,  649 

20,  855, 071 

142,816,805 

1893 . 

103,103, 

690 

14,  963, 

580 

11,009,585 

20, 572, 760 

149, 649, 615 

1892 . 

95, 968, 

458 

12,  970, 

735 

11,028,053 

21, 993, 536 

141,960,782 

1891 . 

87,491, 

430 

12,  388, 

153 

9,844,461 

24, 187, 082 

133, 911,126 

1890 . 

78, 409, 

142 

12,  629, 

313 

8, 528, 394 

27,200, 215 

126, 767, 064 

Note. — Figures  for  1880  are  shown  in  Report  on  Transportation  Business  in  the  United  States’ 
Eleventh  Census,  1890,  Part  I,  page  11,  as  follows:  Lease  of  road,  $53,543,710;  all  other  sources,  $27,301,087’ 
total,  $80,844,797. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


797 


XVI. — Analysis  of  expenditures  for  the  years  ending  June  30,  1904  to  1880 — United  States 

A.— OPERATING  EXPENSES. 


Miles  of  lines  represented. 

Maintenance  of  way  and 
structures. 

Maintenance  of  equip¬ 
ment. 

Conducting  transportation. 

Year 

ending 

June 

80— 

Amount. 

1  Proportion  to  total 
operating  ex- 
|  penses. 

Per  mile  of  line 
operated. 

Amount. 

Proportion  to  total 

operating  ex¬ 

penses. 

Per  mile  of  line 
operated. 

Amount. 

Proportion  to  total 
operating  ex¬ 

penses. 

Per  mile  of  line 

operated. 

1904  . . . 

212, 243. 20 

$261, 280,  454 

P.  ct. 
19.  51 

$1, 231 

$267, 184, 739 

P.  ct. 
19.95 

$1,259 

$758, 238, 681 

P.  ct. 
56. 64 

$3, 572 

1903  . . . 

205, 313.  54 

266, 421,  774 

21. 19 

1,298 

240,  429, 742 

19. 12 

1,171 

702, 509, 818 

55.86 

3, 421 

1902  . . . 

200, 154. 56 

248, 381,  594 

22. 25 

1,241 

213, 380, 644 

19.12 

1,066 

609, 961, 695 

54. 64 

3,047 

1901  . . . 

195,561.92 

231,056,602 

22. 42 

1,182 

190, 299, 560 

18. 46 

973 

565,  265,  789 

54.  87 

2,890 

1900  . . . 

192, 556. 03 

211, 220,  521 

21.97 

1,097 

181, 173, 880 

18.  84 

941 

529, 116, 326 

55.04 

2,  748 

1899  . . . 

187,  534.  68 

180, 410, 806 

21.05 

962 

150, 919, 249 

17.62 

805 

486, 159, 607 

56.73 

2, 593 

1898  . . . 

184,  648. 26 

173, 314, 958 

21.19 

939 

142,  624, 862 

17. 43 

772 

464, 674, 276 

56.81 

2, 516 

1897  . . . 

183, 284.  25 

159,434,403 

21. 18 

870 

122, 762, 358 

16.31 

670 

432, 525,  862 

57.  48 

2,360 

1896  . . . 

181,982.64 

160,344,950 

20.  75 

881 

133,  381,  998 

17. 26 

733 

442,  217, 582 

57.  20 

2,430 

1895  .  .. 

177, 746. 25 

143, 976, 344 

19.84 

810 

113.788, 709 

15.  68 

640 

431, 148, 963 

59.  41 

2, 426 

1894  . . . 

175, 690.  96 

143, 669, 386 

19.  64 

818 

112,  894,  526 

15. 43 

643 

394, 513, 035 

53. 94 

2,245 

1893  . . . 

169,  779. 84 

169, 258, 376 

20. 45 

997 

136,  875, 909 

16.53 

806 

435,  465, 575 

52.  60 

2, 565 

1892  . . . 

162, 397.  30 

164, 188,  701 

21.  02 

1,011 

128, 712, 016 

16.48 

793 

406,  726,  649 

52. 08 

2, 504 

1891  . . . 

161,  275. 17 

153,  671, 576 

21.00 

953 

117,047,895 

15.  99 

726 

384,  385, 458 

52.51 

2,383 

1890  . . . 

156, 404.  06 

152, 718, 837 

22.06 

976 

114, 038, 756 

16.48 

729 

354, 189,  220 

51. 18 

2,265 

1889  . . . 

155, 088.  31 

145, 493,  900 

22. 17 

938 

129, 137, 357 

19.68 

832 

329, 215, 094 

50. 17 

2,123 

1888  . . . 

150, 521.  35 

143,  264, 461 

22.  44 

952 

129, 908, 016 

20. 34 

863 

318,  691,  757 

49.  91 

2,117 

1887  . . . 

142, 156. 18 

134,  369, 822 

23. 14 

945 

118, 278, 589 

20. 37 

832 

285,  890,  087 

49.24 

2,011 

1886  . . . 

129, 839.  63 

119, 010,  666 

23. 40 

917 

102,  294, 438 

20. 11 

788 

249, 283, 054 
237,  597,  058 

49.  00 

1, 920 

1885  . . . 

123,  637.  28 

107, 070, 138 

22.38 

866 

97, 486,  673 

20. 38 

789 

49.66 

1,922 

1884  . . . 

120, 197.  52 

117, 221,615 

23.  58 

975 

101,221,013 

20.  37 

842 

243, 159, 663 

48. 92 

2,023 

1883  . . . 

114,  789.  40 

119,  966, 838 

24.44 

1,045 

105, 328, 964 

21.46 

917 

232, 423, 357 

47.35 

2, 025 

1882  . . . 

105, 104. 16 

116, 295,  374 

25.  44 

1,106 

98,  382, 031 

21.53 

936 

212, 046, 098 

46. 39 

2, 017 

1881  . . . 

93, 808. 92 

110, 483, 226 

26.41 

1,178 

86, 981, 834 

20.79 

927 

193,  789,  542 

46.  32 

2,066 

1880  . . . 

87,781.97 

89, 299, 224 

26.  30 

1,017 

54,  985, 341 

16. 20 

627 

171,580, 950 

50. 54 

1,  955 

Year  end¬ 
ing  June 
30— 

General  expenses. 

Unclassified. 

Total  operating  expenses. 

Amount. 

Propor¬ 
tion  to 
total 
operat¬ 
ing  ex¬ 
penses. 

Per 

mile  of 
line  op¬ 
erated. 

•i 

Amount. 

Propor¬ 
tion  to 
total 
operat¬ 
ing  ex¬ 
penses. 

Per 

mile  of 
line  op¬ 
erated. 

Amount. 

Propor¬ 
tion  to 
total 
operat¬ 
ing  ex¬ 
penses. 

Per 

mile  of 
line  op¬ 
erated. 

P.  ct. 

P.  ct. 

P.  ct. 

1904 . 

$51,579,196 

3. 85 

$243 

$613, 183 

0. 05 

$3 

$1,338,896,253 

100 

$6, 308 

1903 . 

47,  767, 947 

3.80 

233 

409, 571 

.03 

2 

1,  257,  538, 852 

100 

6, 125 

1902 . 

44, 197, 880 

3.96 

221 

326, 934 

.03 

2 

1,116,248, 747 

100 

5, 577 

1901 . 

42,  566, 553 

4.13 

218 

1, 208, 766 

.12 

6 

1,  030,  397, 270 

100 

5, 269 

1900 . 

39, 328. 765 

4. 09 

204 

589, 019 

.06 

3 

961, 428, 511 

100 

4,993 

1899 . 

38, 676, 883 

4. 51 

206 

802,  454 

.09 

4 

856, 968, 999 

100 

4,570 

1898. . 

36, 476, 686 

4.46 

198 

882, 494 

.11 

5 

817,  973, 276 

100 

4, 430 

1897 . 

36,481,269 

4.85 

199 

1,320,872 

.18 

7 

752, 524, 764 

100 

4,106 

1896 . 

36, 083, 285 

4.67 

198 

961, 229 

.12 

6 

772, 989, 044 

100 

4,248 

1895 . 

35, 907, 017 

4. 95 

202 

899, 382 

.12 

5 

725,  720, 415 

100 

4,083 

1894 . 

79,771,497 

10.  91 

454 

565, 878 

.08 

3 

731,414,322 

100 

4,163 

1893 . 

85, 548, 837 

10. 33 

504 

772, 602 

.09 

4 

827,921,299 

100 

4,876 

1892 . 

80, 683,  378 

10.33 

497 

687, 252 

.09 

4 

780,  997, 996 

100 

4,809 

1891 . 

75,926,707 

10. 38 

471 

856, 257 

.12 

5 

731,887,893 

100 

4, 538 

1890 . 

70,221,050 

10. 15 

449 

926, 108 

.13 

6 

692, 093, 971 

100 

4,425 

1889 . 

52, 367, 401 

7.98 

338 

656,213,752 

100 

4,231 

1888 . 

46^711^830 

7.31 

310 

638, 576, 064 

100 

4/242 

1887 . 

42'  059'  817 

7.25 

296 

580 ' 598 i  315 

100 

4,084 

1886. 

38A19' 153 

7.49 

293 

508'  707'  311 

100 

3',  918 

1885 . 

36, 266, 448 

7.58 

293 

478,420,317 

100 

3, 870 

1884.. 

35,437,286 

7. 13 

295 

497'  039'  577 

100 

4',  135 

1883 . 

33, 149,  750 

6.  75 

289 

490'  868'  909 

100 

4/276 

1882 . 

30',  331  i  247 

6.64 

289 

457 1 054',  750 

100 

4;  348 

1881 . 

27'  109',  375 

6.48 

289 

418, 363'  977 

100 

4',  460 

1880 . 

23, 029, 710 

6.78 

262 

621,077 

.18 

7 

339;  516;  302 

100 

3, 868 

798 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


XVI. — Analysis  of  expenditures  for  the  years  ending  June  30,  1904  to  1890 — United 

States — Continued . 

B.— FIXED  AND  OTHER  CHARGES. 


Designation  of  fixed  eharges. 


Territory 

covered. 

Class  of  road. 

Total  fixed 
charges. 

Salaries 

and 

mainte¬ 
nance  of 
organiza¬ 
tion. 

Interest  on 
funded 
debt. 

Interest  on 
interest- 
bearing 
current 
liabilities. 

Rents  paid 
for  lease 
of  road. 

United  States, 

(Operating  companies. . . 

$500, 986, 917 

|< 

$244,179,326 

$13,052, 968 

$109, 948, 651 

1904. 

(Operated  companies. . . . 

69, 438, 985 

$453, 341 

53,495,412 

892, 011 

909, 152 

Total . 

570,  425, 902 

453, 341 

297,  674, 738 

13, 945, 009 

110, 857, 803 

United  States, 

(Operating  companies. . . 

484,974,691 

230,523,488 

7,910,381 

111,558,861 

1903. 

(Operated  companies - 

67,  644,  799 

430, 427 

53,429,636 

1,150,264 

671,523 

Total . 

552,619,490 

430,  427 

283,  953, 124 

9, 060,  645 

112, 230, 384 

United  States, 

(Operating  companies. . . 

458, 986, 436 

220, 317, 708 

6,  976, 377 

110,  979, 109 

1902. 

(Operated  companies. . . . 

67, 192,  386 

527,038 

54,104,147 

740, 726 

718,013 

Total .  . 

526,178, 822 

527,038 

274.  421, 855 

7,717,103 

111,697,122 

United  States, 

(Operating  companies. . . 

423, 904, 269 

208, 424, 613 

4,868,876 

111,659,920 

1901. 

(Operated  companies. . . . 

72, 459, 629 

532, 299 

53, 670, 225 

657, 696 

984, 902 

Total . 

496, 363, 898 

532, 299 

262, 094, 838 

5,  526, 572 

112,644, 822 

United  States, 

(Operating  companies. . . 

396, 024,  822 

201, 312, 878 

4,461,230 

101,273,129 

1900. 

(Operated  companies. . . . 

65, 216, 105 

520, 102* 

51,636,738 

451,662 

678, 190 

Total . 

461,240,  927 

520, 102 

252, 949,  616 

4, 912, 892 

101,951,319 

United  States, 

(Operating  companies. . . 

372, 792,  458 

195, 967,  766 

5, 563. 813 

93, 446, 946 

1899. 

(Operated  companies. . . . 

68, 407,  831 

595, 192 

55, 190, 321 

1,539.034 

959, 791 

Total . 

441,200,289 

595, 192 

251,158,  087 

7, 102,  847 

94, 406,  737 

United  States, 

/Operating  companies. . . 

359, 690,  671 

191,040,206 

5, 476, 187 

91,326,805 

1898. 

(Operated  companies. . . . 

67, 545, 032 

443, 325 

55, 086, 485 

1, 597,  766 

1 , 064, 203 

Total . 

427,  235,  703 

443, 325 

246, 126,  691 

7, 073,  953 

92,391,008 

United  States, 

1  Operating  companies. . . 

348, 430, 168 

193,  034,  778 

6, 385,  329 

86, 479, 058 

1897. 

(Operated  companies. . . . 

64, 967,  345 

508,  598 

54, 845, 452 

1,459,007 

1,026,244 

Total . 

413,  397, 513 

508, 598 

247, 880,  230 

7, 844, 336 

87, 505, 302 

United  States, 

/Operating  companies. . . 

350, 250, 493 

191,322,997 

7,410,835 

92, 167, 352 

1896. 

(Operated  companies. . . . 

66,  322,  644 

545, 468 

58, 301. 180 

1,058,228 

804, 970 

Total . 

416, 573, 137 

545. 468 

249. 624, 177 

8, 469,  063 

92, 972, 322 

United  States, 

(Operating  companies. . . 

358,551,762 

194, 595. 046 

7, 218, 389 

92,967,910 

1895. 

(Operated  companies. . . . 

67,415, 159 

589, 523 

57,917,874 

641,872 

1,356,828 

Total . 

425, 966,  921 

589, 523 

252,512,920 

7,  860, 261 

94, 324, 738 

United  States, 

(Operating  companies. . . 

358, 326, 927 

191,646, 269 

9,  200, 390 

96, 609, 663 

1894. 

(Operated  companies _ 

70,681,383 

509, 257 

61, 133,  254 

1,038,800 

1,715,383 

Total . 

429,  008, 310 

509, 257 

252, 779, 523 

10,239,190 

98, 325.  046 

United  States, 

/Operating  companies. . . 

358, 572, 992 

188, 325, 917 

6, 580, 421 

105, 049, 235 

1893. 

(Operated  companies. . . . 

72,  849, 164 

589, 872 

|  61,850,970 

1,409,087 

2, 173, 686 

Total . 

431,422,156 

589, 872 

,250,176,887 

7, 989,  508 

107, 222, 921 

United  States, 

(Operating  companies. . . 

348,  935, 134 

183, 256, 853 

6,  710, 535 

100, 060, 600 

1892. 

/Operated  companies. . . . 

67, 469, 804 

665, 212 

56,818,042 

1,225,338 

2,151,045 

Total . 

416,404,938 

665, 212 

240, 074, 895 

7, 935, 873 

102,211,645 

United  States, 

(Operating  companies. . . 

326, 886,  541 

171,511,969 

7,401,989 

93,  666, 139 

1891. 

(Operated  companies. . . . 

61,821,171 

48, 009, 036 

769, 505 

2, 478,  997 

Total . 

388, 707, 712 

219,521,005 

8,171,494 

96, 145, 136 

United  States, 

/Operating  companies. . . 

316, 371, 974 

166,  362, 642 

7,116,953 

90, 141, 973 

1890. 

(Operated  companies _ 

68, 420, 164 

55,137,060 

997, 815 

1,831,022 

Total . 

384,792,138 

221,499,  702 

8,114,768 

91,972,995 

DIGEST  OF  HEADINGS  ON  RAILWAY  RATES 


799 


XVI. — Analysis  of  expenditures  for  the  years  ending  June  30,  1904  to  1890 — United 

States — Con  ti  n  ued . 


B.— FIXED  AND  OTHER  CHARGES— Continued. 


Designation  of  fixed  charges. 

Summary  of  expenditures. 

Territory 

covered. 

Class  of  road. 

Taxes. 

Perma¬ 
nent  im¬ 
prove¬ 
ments 
charged 
to  income 
account. 

Other 

deduc¬ 

tions. 

Total  of 
operating 
expenses 
and  fixed 
charges. 

Propor¬ 
tion 
assign¬ 
able  to 
opera¬ 
tion. 

Propor¬ 
tion 
assign¬ 
able  to 
fixed 
charges 

United  States, 
1904. 

/Operating  companies. 
/Operated  companies. . 

$56, 801 , 756  $35, 682, 363 
4.  894.  598  2.  840. 185 

$41,321,823 
5, 954, 286 

$1,839,883,170 
69, 438, 985 

Per  ct. 
72.77 

Per  ct. 
27. 23 

Total . 

61,  696, 354 

38, 522,  548 

47, 276, 109 

1,909,322,155 

United  States, 
1903. 

/Operating  companies. 
/Operated  companies. . 

53, 251,852 
4, 597, 717 

38,  937,  583 
3, 010, 600 

42, 792, 526 
4, 354,  632 

1, 742, 513,  543 
67,  644, 799 

72.17 

27. 83 

Total . 

57, 849, 569 

41,948,183 

47, 147, 158 

1, 810, 158, 342 

United  States, 
1902. 

/Operating  companies. 
/Operated  companies. . 

50, 054, 136 
4, 411, 301 

33, 255, 324 
1,  457, 644 

37,  403,  782 
5, 233, 517 

1, 575, 235, 183 
67, 192, 386 

70.  87 

29. 13 

Total . 

54, 465, 437 

34,  712,  968 

42, 637, 299 

1,642,427,569 

United  States, 
1901. 

/Operating  companies. 
/Operated  companies. . 

46,  707, 835 
4, 236,  537 

25, 816, 462 
6, 122,  139 

26, 426,  563 
6,  255, 531 

1,454. 301,539 
72, 459, 629 

70.85 

29. 15 

Total . 

50,  944, 372 

31,938,901 

32, 682, 094 

1,526,  761,168 

United  States, 
1900. 

/Operating  companies. 
/Operated  companies. . 

44, 445, 145 
3,  887, 128 

22,  691, 103 
2, 808, 932 

21,841,337 
5, 233, 353 

1, 357, 453, 333 
65, 216, 105 

70.83 

29. 17 

. 

Total . 

48,  332, 273 

25, 500, 035 

27, 074, 690 

1,422,669,438 

United  States, 
1899. 

/Operating  companies. 
/Operated  companies. . 

44, 396, 669 
1,940,  963 

10, 738, 197 
2,331,848 

22,  679, 067 
5,  850, 682 

1, 229,  761, 457 
68, 407, 831 

69.  69 

30.31 

Total . 

46, 337, 632 

13, 070, 045 

28, 529, 749 

1,298,169,288 

United  States, 
1898. 

/Operating  companies. 
/Operated  companies. . 

41,928,719 

1,899,505 

5, 823, 380 
1, 024, 525 

24, 095, 374 
6,  429, 223 

1, 177, 663,  947 
67,545,032 

69. 46 

30. 54 

Total . 

43,828,224 

6, 847, 905 

30, 524, 597 

1, 245, 208, 979 

United  States, 
1897. 

/Operating  companies. 
/Operated  companies.. 

41,119,490 
2, 018,  354 

4, 252, 334 
292, 479 

17,159,179 

4,817,211 

1, 100, 954, 932 
64,  967, 345 

68.35 

31.65 

Total . 

43, 137, 844 

4, 544, 813 

21,976, 390 

1, 165, 922, 277 

United  States, 
1896. 

/Operating  companies. 
/Operated  companies. . 

37,  961,655 
2,009, 136 

4, 584,  778 
577, 462 

16, 802, 876 
3,026,200 

1, 123, 239, 537 
66, 322, 644 

68. 82 

31.18 

Total . 

39,  970,  791 

5, 162, 240 

19, 829, 076 

1, 189, 562, 181 

United  States, 
1895. 

/Operating  companies. 
/Operated  companies. . 

38, 146, 320 
1,686,113 

3,  359, 819 
656, 563 

22, 264, 278 
4, 566, 386 

1,084,272, 177 
67, 415, 159 

66.93 

33.07 

Total . 

39, 832, 433 

4, 016, 382 

26, 83G,  664 

1, 151, 687, 336 

United  States, 
1894. 

/Operating  companies. 
/Operated  companies. . 

36, 556, 160 
1,569,114 

4, 208, 106 
209, 897 

20, 106, 339 
4, 505,  678 

1, 089, 741,  249 
70, 681,  383 

67. 12 

32.88 

Total . 

38, 125, 274 

4, 418, 003 

24, 612, 017 

1,160,422,632 

United  States, 
1893. 

/Operating  companies. 
/Operated  companies. . 

35, 070, 952 
1,443,737 

2,  768, 482 
188, 587 

20,  777, 985 
5, 193, 225 

1, 186, 494,  291 
72,  849, 164 

69.  78 

30.  22 

Total . 

36, 514,  689 

2, 957, 069 

25, 971,210 

1,259,343,455 

• 

United  States, 
1892. 

/Operating  companies. 
/Operated  companies. . 

32,751,471 
1,302, 024 

3, 567, 020 
559, 253 

22, 588,  655 
4, 748, 890 

1,129,933,130 
67, 469, 804 

69. 12 

30. 88 

Total . 

34, 053, 495 

4, 126, 273 

27,  337,  545 

1,197,  402,934 

United  States, 
1891. 

/Operating  companies. 
/Operated  companies. . 

32,051,564 
1, 228, 531 

4, 477, 071 
410, 904 

17, 777, 809 
4, 467, 609 

69. 12 

30.88 

Total . 

33, 280, 095 

4, 887, 975 

22, 245, 418 

United  States, 
1890. 

/Operating  companies. 
/Operated  companies. . 

29, 805, 686 
1, 401, 783 

3, 568, 554 
942, 954 

19, 376, 166 
5, 807, 434 

68. 63 

31.37 

Total  .* . 

31,207,469 

4, 511,508 

25, 183, 600 

800 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


XVII. — Summary  of  results  for  the  years  ending  June  30, 1904  to  1880 — Passenger  service. 


Year  ending  June  30 — 

Revenue 
per  pas¬ 
senger 
per  mile. 

Average 
revenue 
from  each 
passenger 
carried. 

Revenue 
per  train 
mile,  pas¬ 
senger 
trains. 

Passenger 
earnings 
per  mile  of 
road. 

Ratio  of 
passenger 
to  total 
earnings. 

1904 . 

Cents. 

2. 006 

$0. 61. 746 
.  60. 720 

$1. 14. 135 
1.11.644 

$2, 570. 33 
2,525.83 
2, 399. 97 
2, 218. 70 
2, 067. 17 
1, 927.  94 
1,812. 69 

1 , 726.  40 

Per  cent. 
27.42 

1903 . 

2.006 

26.  91 

1902 . 

1.986 

.  60. 494 

1.08.531 

27. 57 

1901 . 

2. 013 

. 57. 941 

1.  02.  721 

27.02 

1900 . 

2.003 

. 56. 459 

1.  01. 075 

26.  77 

1899 . 

1.978 

.  55. 816 

1.01.615 

27. 52 

1898 . 

1.973 

.  53. 237 

. 97. 419 

26.83 

1897 . 

2.022 

.51. 163 

.  93. 917 

28. 19 

1896 . 

2.019 

. 52. 078 

.  98. 591 

R816. 18 
1,764.39 

28. 74 

1895 . 

2. 040 

. 49. 486 

. 97. 870 

29. 16 

1894 . 

1.986 

.  52. 851 

1.04. 897 

1. 961. 58 
2, 120. 53 
2, 103. 74 
2, 064.  95 
1, 978. 19 
1, 953. 94 
1,  920. 38 
1,  933. 32 
1,884.33 
1,870.88 

1.999.58 

32.11 

1893 . 

2.111 

.51.116 

1.  06. 984 

29. 49 

1892 . 

2. 126 

.51.205 

1.06.  873 

29. 16 

1891 . 

2. 142 

.  52.  067 

1.06.111 

30. 37 

1890 . 

2. 167 

.50.818 

1.  08.  641 

29.  41 

1889 . 

2.239 

1. 09.  865 

30.62 

1888 . 

2.  069 

1.  08. 302 

30. 72 

1887 . 

2.111 

1.14.388 

30.05 

1886 . 

2.065 

1.12. 415 

30. 18 

1885 . 

2.113 

1. 12.  757 

30.71 

1884 . 

2.217 

1. 21. 600 

31.11 

1883 . 

2. 390 

1. 31.  673 

2;  053. 54 
2, 103.  56 

29.72 

1882 . 

2.  218 

1.37.397 

30.00 

1881 . 

2. 251 

1.  30. 666 

2;  017. 46 
1,  861.  46 

27. 91 

1880 . 

2. 510 

.  53. 458 

1. 18. 215 

28.15 

XVIII. — Summary  of  results  for  the  years  ending  June  30,  1904  to  1880 — Freight  sendee. 


Year  ending  June  30— 

Revenue 
per  ton 
per  mile. 

Average 
revenue 
from  each 
ton  of 
freight 
carried. 

Revenue 
per  train 
mile, 
freight 
trains. 

Freight 
earnings 
per  mile  of 
road. 

Ratio  of 
freight 
to  total 
earnings. 

1904 . 

Cents. 

0.780 

$1.  07. 251 

$2. 42. 703 
2. 43.  967 

$6,571.  76 

6. 629. 78 
6, 113. 58 
5, 804. 08 
5, 466.  47 
4,895. 09 
4,773.  46 
4, 239.  64 
4,343.83 

4.130.24 
4, 001. 55 

4. 905. 78 
4,  946. 16 
4,587.53 
4, 588. 82 

4. 428. 25 
4,  330. 92 
4,  500. 07 
4, 359. 88 
4, 222. 18 

Per  cent. 
70.05 

1903 . 

.763 

1.05. 158 

70. 63 

1902 . 

.757 

1.03. 219 

2.  27.  093 

70. 21 

1901 . 

.750 

1. 05. 116 

2. 13. 212 

70.67 

1900 . 

.729 

.  99. 373 

2.  00. 042 

70. 78 

1899 . 

.724 

. 98. 853 

1.  79. 035 

69.88 

1898 . 

.753 

1. 02. 801 

1.73.112 

70. 67 

1897 . 

.798 

1.06.712 

1.65. 358 

69. 26 
68. 73 

68. 27 

1896 . 

.806 

1.05.101 

1. 63. 337 

1895 . 

.839 

1.07.463 

1.  61. 190 

1894 . 

.860 

1.11.938 

1.55. 744 

65. 49 

1893 . 

.879 

1.13.  426 

1.  63.  018 

68.23 

1892 . 

.898 

1. 14. 240 

1.64.611 

68.58 

1891 . 

.918 

1.15.052 

1.63.683 

67.  45 

1890 . 

.927 

1. 08. 781 

1. 65. 434 

68. 23 

1889 . 

.955 

1.63.836 

69.38 

1888 . 

.944 

1.57.269 

69.28 

1887 . 

.970 

1. 66. 351 

69. 95 

1886 . 

.980 

1.66. 310 

69.82 

1885 . 

1.000 

1.  63. 253 

69. 29 

1884 . 

1.093 

1. 68. 898 

4,427.03 
4, 856.  59 
4, 907. 80 
5, 211.16 
4, 740.  79 

68. 89 

1883 . 

1.191 

1.79. 701 

70.28 

1882 . 

1.184 

1.79.614 

70.00 

1881 . . . 

1.191 

1. 78. 724 

72. 09 

1880... 

1.286 

1. 43. 056 

1. 65. 780 

71.69 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


801 


XIX. —  Train  revenue ,  train  cost,  and  percentage  of  expenses  to  earnings  for  the  years 

ending  June  30,  1904  to  1880. 


Year  ending  June  30— 

Revenue 
per  train 
mile,  all 
trains. 

Average 
cost  of 
running  a 
train  1 
mile,  all 
trains. 

Percentage 
of  operat¬ 
ing  ex¬ 
penses  to 
operating 
income. 

1904 . 

$1.93. 960 
1.91.380 

Cents. 

1.31.375 

Per  cent. 

67  79 

1903 . 

1.26.604 

66.16 

1902 . 

1.82.350 

1.17.960 

1901 . 

1. 72. 938 

1. 12. 292 

64.86 
64.65 
65  24 

1900 . 

1.65.721 

1. 07. 288 

1899 . 

1.50.436 

.  98. 390 

1898 . 

1.45.449 

.  95.  635 

65  58 

1897 . 

1.38. 194 

.92.918 

67.06 
67. 20 
67.48 

1896 . 

1.  39.  567 

.  93. 838 

1895 . 

1.37.723 

.  93. 029 

1894 . 

1.36.  958 

.  93.  478 

68  14 

1893 . 

1.43.475 

.  97. 426 

67.  82 
66  67 

1892 . 

1.44.649 

.  96.  580 

1891 . 

1.  43.  345 

.  95.  707 

66.  73 

1890 . 

1.44.231 

.  96. 006 

65. 80 

1889 . 

1.22. 791 

.81.408 

66.30 

1888 . 

1.19.453 

.  81.  067 

67.  86 

1887 . 

1.27. 116 

.  80.  700 

63. 48 

1886 . 

1. 26. 520 

.  79.  386 

62.  75 

1885 . 

1.25.217 

.  79. 522 

63.  51 

1884 . 

1.30. 835 

. 84. 186 

64.34 

1883 . 

1 . 39.  677 

.  86. 438 

61.88 

1882 . 

1.43. 176 

.  88.  801 

62.02 

1881 . 

1.42. 825 

.  88. 117 

61.  70 

1880 . 

1. 49. 121 

.  90.  636 

60.  78 

XX. — Summary  of  railway  accidents  for  the  years  ending  June  30,  1904  to  1890 — United 

States. 


Year. 

Employees. 

Passengers. 

Other  persons. 

Total. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

1904  . 

3,632 

67, 067 

441 

9,111 
8, 231 
6, 683 
4,988 
4,128 
3, 442 
2,945 
2,795 
2,873 
2, 375 
3,034 
3,229 
3, 227 
2,972 

5,973 

7,977 

10, 046 

84, 155 
76, 553 
64, 662 

1903  . 

3,  606 

60'  481 

355 

5,  879 

7',  841 

9,840 

1902  . . . 

2, 969 
2, 675 

50, 524 
41,142 
39, 643 

345 

.  5, 274 

7,455 

8,588 

1901 . 

282 

5;  498 

7,209 

8, 455 

53;  339 
50, 320 
44, 620 
40, 882 
36,  731 
38,  687 
33, 748 

1900  . 

2;  550 
2,210 

249 

5,066 

6;  549 

6,255 

6,176 

7,865 

1899  . 

34,  923 
31,761 
27, 667 
29,  969 
25, 696 

239 

4',  674 
4,  680  ‘ 

7, 123 

1898  . 

l’  958 

221 

8,  859 

1897  . 

1, 693 

222 

4;  522 
4,406 

6, 269 

6',  437 

1896  . 

1,861 

181 

5',  845 
5,677 

6,448 

1895  . 

1,811 
1,  823 

170 

4'  155 

6^  136 

1894  . 

23',  422 
31,  729 
28, 267 
26, 140 

324 

4;  300 
4,320 
4,217 

5'  433 

6,447 

3i; 889 
40, 393 
36, 652 
33, 881 
29, 027 

1893  . 

2' 727 

299 

5'  435 

7,346 

7,147 

1892  . 

2, 554 
2,660 

376 

5, 158 

1891 . 

293 

4;  076 
3,598 

4;  769 
4, 206 

7,029 

1890  . 

2, 451 

22; 396 

286 

2, 425 

6, 335 

S.  Doc.  244,  59-1 - 51 


802 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


XXI. — Accidents  to  employees  for  the  years  ending  June  30,  1904  to  1901 — United  States. 

A.— ACCIDENTS  RESULTING  FROM  THE  MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR  CARS. 


Trainmen. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  or  uncoupling  .... 

269 

3,506 

211 

3,023 

141 

2, 475 

163 

2,377 

Collisions . 

363 

3, 041 

458 

3, 195 

360 

2, 345 

298 

1,688 

Derailments . 

250 

1,296 

190 

1,331 

174 

1,005 

166 

820 

Parting  of  trains . 

26 

561 

20 

450 

20 

388 

20 

392 

Locomotives  or  cars  break- 

ing  down . 

18 

244 

34 

238 

16 

163 

24 

163 

Falling  from  trains,  loco- 

motives,  or  cars . 

Jumping  on  or  off  trains, 

457 

4,757 

440 

4,191 

371 

3,821 

376 

3,147 

locomotives,  or  cars . 

116 

3, 926 

101 

3,133 

78 

2,681 

65 

1,983 

Struck  by  trains,  locomo- 

tives,  or  cars . 

357 

920 

367 

824 

256 

739 

255 

574 

Overhead  obstructions . 

75 

840 

82 

656 

78 

664 

48 

457 

Other  causes . 

183 

10, 184 

167 

8, 635 

180 

7, 222 

122 

5,114 

Total . 

2, 114 

29, 275 

2,070 

25,676 

1,674 

21, 503 

1, 537 

16,715 

Number  employed  for  1 

killed . 

120 

123 

135 

136 

Number  employed  for  1 

injured . 

9 

10 

10 

13 

Switch  tenders,  crossing  tenders,  and  watchmen. 


Kind  of  accident. 

1904, 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  or  uncoupling  .... 

23 

420 

57 

416 

17 

285 

25 

284 

Collisions . 

11 

92 

14 

64 

7 

42 

5 

45 

Derailments . 

9 

46 

3 

73 

5 

28 

6 

36 

Parting  of  trains . 

2 

11 

29 

10 

1 

10 

Locomotives  or  cars  break- 

ing  down . 

1 

1 

19 

2 

8 

2 

7 

Falling  from  trains,  loco- 

motives,  or  cars . 

25 

301 

39 

461 

40 

276 

26 

222 

Jumping  on  or  off  trains, 

locomotives,  or  cars . 

14 

278 

15 

279 

12 

203 

11 

144 

Struck  by  trains,  locomo- 

tives,  or  cars . 

116 

229 

130 

210 

93 

159 

79 

145 

Overhead  obstructions . 

3 

52 

5 

55 

4 

29 

3 

19 

Other  causes . ^ 

26 

640 

19 

746 

20 

403 

17 

278 

Total . 

229 

2, 070 

283 

2, 352 

200 

1,443 

175 

1,190 

Number  employed  for  1 

killed . 

202 

177 

252 

272 

Number  employed  for  1 

injured . 

22 

21 

35 

40 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES.  803 


XXI. — Accidents  to  employees  for  the  years  ending  June  30,  1904  to  1901 — United  States — 

Continued. 

A.— ACCIDENTS  RESULTING  FROM  THE  MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR 

CARS — Continued. 


Station  men. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

• 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  or  uncoupling  .... 

11 

28 

6 

3 

21 

Collisions . 

13 

1 

16 

15 

10 

Derailments . 

3 

6 

1 

4 

Parting  of  trains . 

1 

1 

Locomotives  or  cars  break- 

ing  down . 

1 

1 

Falling  from  trains,  loco- 

motives,  or  cars . 

1 

36 

8 

31 

2 

32 

4 

25 

Jumping  on  or  off  trains, 

locomotives,  or  cars . 

‘2 

37 

5 

32 

3 

22 

5 

28 

Struck  bv  trains,  locomo- 

tives,  or  cars . 

14 

48 

22 

50 

16 

34 

14 

35 

Overhead  obstructions . 

1 

5 

1 

1 

Other  causes . 

6 

127 

3 

102 

77 

4 

85 

Total . 

23 

278 

39 

272 

21 

188 

30 

209 

B.— ACCIDENTS  ARISING  FROM  CAUSES  OTHER  THAN  THO-^E  RESULTING  FROM  THE 

MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR  CARS. 


Station  men. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Handling  traffic . 

2 

2,026 

6 

2,070 

5 

1,723 

7 

1,352 

Handling  tools,  machinery, 

etc . 

1 

86 

4 

101 

61 

74 

Handling  supplies,  etc . 

85 

1 

195 

1 

67 

4 

59 

Getting  on  or  off  locomo- 

tives  or  cars  at  rest .  * . 

1 

27 

44 

19 

23 

Other  causes . . . 

5 

324 

4 

379 

2 

242 

7 

208 

Total . 

9 

2,548 

15 

2,789 

8 

2, 112 

18 

1,716 

Number  employed  for  one 

killed . 

4,841 

2,882 

4,790 

2 

649 

Number  employed  for  one 

injured . 

55 

51 

60 

66 

* 


804 


DIGEST  OF  HEARINGS  ON  KAILWAY  KATES. 


XXI. — Accidents  to  employees  for  the  years  ending  .Tune  30, 1904  to  1901 — United  States — 

Continued. 

|  A.— ACCIDENTS  RESULTING  FROM  THE  MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR 

CARS. 


Shopmen. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

•Coupling  or  uncoupling _ 

5 

26 

5 

26 

1 

19 

3 

32 

Collisions . 

8 

26 

5 

27 

5 

21 

1 

29 

Derailments . 

1 

14 

1 

5 

3 

7 

*> 

Parting  of  trains . 

1 

3 

1 

Locomotives  or  cars  break- 

ing  down . 

3 

6 

2 

4 

Falling  from  trains,  loco- 

motives,  or  cars . 

3 

83 

4 

77 

5 

42 

2 

43 

Jumping  on  or  off  trains, 

locomotives,  or  cars . 

2 

51 

10 

65 

6 

41 

7 

63 

Struck  by  trains,  locomo- 

tives,  or  cars . 

57 

163 

46 

138 

52 

99 

33 

89 

Overhead  obstructions . 

4 

8 

4 

2 

2 

Other  causes . 

11 

291 

12 

266 

14 

217 

17 

157 

Total . 

87 

662 

83 

621 

86 

453 

65 

421 

B.— ACCIDENTS  ARISING  FROM  CAUSES  OTHER  THAN  THOSE  RESULTING  FROM  THE 

MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR  CARS. 


Shopmen. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Handling  traffic . 

71* 

1 

57 

1 

51 

34 

Handling  tools,  machinery, 

etc . 

28 

8,307 

19 

7,329 

15 

5, 403 

17 

5,  665 

Handling  supplies,  etc . 

6 

1,954 

3 

1,680 

3 

1,495 

2 

1,  252 

Getting  on  or  off  locomo- 

tives  or  cars  at  rest . 

441 

4 

385 

2 

•336 

1 

237 

Other  causes . 

35 

3,509 

23 

3, 488 

22 

•  2, 575 

14 

1,635 

Total . 

69 

14, 282 

50 

12, 939 

43 

9,860 

34 

8,823 

Number  emploved  for  one 

killed . 

1, 

663 

1, 

924 

1,763 

2,063 

Number  employed  for  one 

injured . 

17 

19 

22 

22 

805 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


XXI. — Accidents  to  employees  for  the  years  ending  June  30 , 1904  to  1901 — United  States — 

Continued. 

A.— ACCIDENTS  RESULTING  FROM  THE  MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR 

CARS. 


Trackmen. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  or  uncoupling  .... 

2 

7 

11 

1 

34 

1 

8 

Collisions . 

39 

211 

45 

189 

20 

171 

27 

172 

Derailments . 

4 

120 

8 

100 

13 

179 

12 

138 

Parting  of  trains . 

1 

16 

1 

15 

1 

12 

1 

9 

Locomotives  or  cars  break¬ 
ing  down . 

2 

14 

5 

6 

3 

15 

1 

10 

Falling  from  trains,  loco¬ 
motives.  or  cars . . 

37 

213 

39 

234 

38 

293 

24 

225 

Jumping  on  or  off  trains, 

locomotives,  or  cars . 

Struck  by  trains,  locomo¬ 
tives,  of  cars . 

Overhead  obstructions . 

30 

181 

35 

222 

25 

215 

27 

203 

452 

585 

407 

482 

368 

418 

292 

376 

1 

4 

7 

18 

16 

1 

12 

Other  causes . 

25 

538 

21 

518 

25 

481 

18 

275 

Total . 

593 

1,889 

568 

1,795 

494 

1.834 

404 

1,428 

B.— ACCIDENTS  ARISING  FROM  CAUSES  OTHER  THAN  THOSE  RESULTING  FROM  THE 

MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR  CARS. 


Trackmen. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Handling  traffic . 

5 

101 

110 

1 

50 

2 

56 

Handling  tools,  machinery, 

etc . 

3 

1,813 

9 

1,614 

9 

1, 517 

5 

1,212 

Handling  supplies,  etc . 

5 

2, 944 

7 

2, 480 

3 

2,297 

4 

1,972 

Getting  on  or  off  locomo- 

tives  or  cars  at  rest . 

3 

83 

84 

85 

2 

86 

Other  causes . 

49 

2,213 

31 

1,987 

30 

1,980 

41 

1,500 

Total . 

65 

7, 154 

47 

6,275 

43 

5,929 

54 

4,826 

Number  employed  for  one 

killed . 

496 

549 

590 

596 

Number  employed  for  one 

injured . 

36 

42 

41 

44 

806 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


XXI.  —  Accidents  to  employees  for  the  years  ending  June  30,  1904  to  1901 — United  States — 

Continued. 

A.— ACCIDENTS  RESULTING  FROM  THE  MOVEMENT  OF  TRAINS.  LOCOMOTIVES,  OR  CARS. 


Telegraph  employees. 


Kind  of  accident. 


Coupling  or  uncoupling 

Collisions . 

.Derailments . 

Parting  of  trains . 

Locomotives  or  cars  break¬ 
ing  down . 

Falling  from  trains,  loco¬ 
motives,  or  cars . 

Jumping  on  or  off  trains, 

locomotives,  or  cars . 

Struck  by  trains,  locomo¬ 
tives,  or  cars . . 

Overhead  obstructions . 

Other  causes . 


Total. 


Number  employed  for  one 

killed . . 

Number  emyloyed  for  one 
injured . 


1904. 


Killed.  Injured. 


13 


6 

9 

12 

16 

1 

58 


115 


2, 340 
265 


1903. 


Killed.  Injured. 


1 

10 


14 


2,213 

378 


1902. 


Killed.  Injured. 


10 

14 

19 

2 

32 


82 


1 

2 

12 


15 


8 

10 


1 

10 

11 

12 

1 

33 


86 


1,883 

328 


1901. 


Killed.  Injured. 


11 


2,419 

370 


5 

4 


7 

6 

11 

30 

72 


Kind  of  accident. 

Other  employees. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured.  Killed. 

Injured. 

Killed. 

Injured. 

Coupling  or  uncoupling  .... 

8 

49 

7 

47  - 

7 

45 

3 

46 

Collisions . 

25 

305 

50 

279 

32 

157 

15 

140 

Derailments . 

12 

149 

16 

117 

14 

71 

3 

62 

Parting  of  trains . 

8 

1 

7 

2 

7 

14 

Locomotives  or  cars  break- 

ing  down . . . 

3 

2 

4  . 

3 

2 

9 

Falling  from  trains,  loco- 

motives,  or  cars . 

33 

229 

21 

184 

34 

193 

31 

152 

Jumping  on  or  off  trains, 

locomotives,  or  cars . 

26 

225 

31 

175 

14 

163 

20 

123 

Struck  by  trains,  locomo- 

tives,  or  cars . 

201 

299 

169 

255  i 

129 

238 

143 

201 

Overhead  obstructions . 

3 

17 

2 

9  t 

1 

14 

2 

18 

Other  causes . 

46 

841 

54 

945  : 

59 

917 

52 

719 

Total . 

357 

2,124 

351 

2,022 

292 

1,808 

271 

1,484 

B.— ACCIDENTS  ARISING  FROM  CAUSES  OTHER  THAN  THOSE  RESULTING  FROM  THE 

MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR  CARS. 


Other  employees. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Handling  traffic . 

3 

691 

5 

683 

4 

586 

3 

717 

Handling  tools,  machinery, 

etc . 

11 

1,090 

11 

812 

6 

830 

13 

786 

Handling  supplies,  etc . 

3 

992 

4 

731 

8 

786 

4 

662 

Getting  on  or  off  locomo- 

tives  or  cars  at  rest. . 

3 

352 

3 

367 

260 

239 

Other  causes . 

53 

3, 545 

63 

3, 065 

75 

2,846 

56 

1,854 

Total . 

73 

6, 670 

86 

5,658 

93 

5, 308 

76 

4,258 

Number  employed  for  1 

killed . 

522 

523 

525 

529 

Number  employed  for  1 

injured . 

26 

30 

28 

32 

DIGEST  OF  HE  AKIN  GS  OH  RAILWAY  RATES 


807 


XXI. — Accidents  to  employees  for  the  years  ending  June  30,  1900  to  1890 — United  States — 

Continued. 

TRAINMEN. 

A.— ACCIDENTS  RESULTING  FROM  THE  MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR  CARS. 


Total  employees. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  or  uncoupling  .... 

307 

4,019 

281 

3,551 

167 

2, 864 
2,  759 

198 

2,768 

Collisions . 

447 

3,693 

574 

3, 772  • 

424 

348 

2, 089 

Derailments . 

276 

1,636 

219 

1,634 

506 

209 

1,301 

187 

1,066 

Parting  of  trains . 

Locomotives  or  cars  break- 

29 

598 

22 

23 

418 

22 

425 

ing  down . 

Falling  from  trains,  loco- 

23 

271 

40 

274 

21 

192 

29 

193 

motives,  or  cars . 

Jumping  on  or  off  trains, 

557 

5, 628 

551 

5, 188 

491 

4,667 

463 

3, 821 

locomotives,  or  cars . 

Struck  bv  trains,  locomo- 

191 

4, 710 

198 

3,  920 

140 

3,  336 

136 

2, 550 

tives,  or  cars . 

1,206 

2, 260 

1,151 

1,978 

926 

1,699 

824 

1,431 

Overhead  obstructions . 

'82 

919 

96 

753 

83 

729 

56 

509 

Other  causes . 

298 

12, 679 

276 

11, 244 

298 

9, 350 

230 

6, 667 

Total . 

3,416 

36,  413 

3,408 

32, 820 

2, 782 

27, 315 

2, 493 

21,519 

B.— ACCIDENTS  ARISING  FROM  CAUSES  OTHER  THAN  THOSE  RESULTING  FROM  THE 

MOVEMENT  OF  TRAINS,  LOCOMOTIVES,  OR  CARS. 


Total  employees. 


Kind  of  accident. 

1904. 

1903. 

1902. 

1901. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Handling  traffic . 

10 

2, 889 

12 

2,920 

11 

2,410 

12 

2,159 

Handling  tools,  machinery, 

etc . 

43 

11,296 

43 

9,856 

30 

7,811 

35 

7, 737 

Handling  supplies,  etc . 

14 

5, 975 

15 

5, 086 

15 

4,645 

14 

3, 945 

Getting  on  or  off  locomo- 

tives  or  cars  at  rest . 

7 

903 

7 

880 

2 

700 

3 

585 

Other  causes . 

142 

9,591 

121 

8, 919 

129 

7, 643 

118 

5, 197 

Total . 

216 

30, 654 

198 

27, 661 

187 

23, 209 

182 

19,  623 

Number  employed  for  1 

killed . 

357 

364 

401 

400 

Number  employed  for  1 

injured . 

19 

22 

24 

26 

808 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


NXI. — Accidents  to  employees  for  the  years  ending  June  30,  1900  to  1890 — United  States — 

Continued. 

TRAINMEN— Continued. 


1900. 

1899. 

1898. 

1897. 

1896. 

Kind  of  accident. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  and  uncoupling  . . . 

188 

3,803 

180 

5,055 

182 

5, 290 

147 

4,698 

157 

6, 457 

Falling  from  trains  and  en- 

gines . 

412 

3, 359 

337 

3,053 

356 

2,979 

325 

2,726 

373 

3,115 

Overhead  obstructions . 

47 

373 

39 

349 

46 

335 

35 

307 

57 

304 

Collisions . 

224 

1,248 

155 

1,113 

142 

829 

126 

754 

146 

789 

Derailments . 

156 

619 

125 

600 

120 

538 

124 

573 

95 

518 

Other  train  accidents . 

65 

599 

35 

468 

42 

422 

29 

372 

37 

405 

At  highway  crossings . 

1 

12 

5 

1 

8 

1 

6 

4 

91 

At  stations . 

37 

712 

24 

612 

21 

6/2 

22 

548 

34 

542 

Other  causes . 

266 

6,846 

260 

5,408 

231 

4, 572 

167 

3,811 

170 

3, 715 

Total . 

1,396 

17, 571 

1,155 

16, 663 

1,141 

15, 645 

976 

13,795 

CO 

b 

o 

T— 1 

15,936 

Number  employed  for  one 
killed . *. . 

137 

155 

150 

165 

152 

Number  employed  for  one 

injured . 

11 

11 

ii 

12 

10 

1895. 

1894. 

1893. 

1892. 

1891. 

1890. 

Kind  of  accident. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

rd 

0) 

•rH 

Inj  ured. 

Killed. 

Injured. 

Coupling  and  un¬ 
coupling  . 

189 

6,077 

181 

5,539 

310 

8, 753 

253 

7, 766 

288 

7, 155 

265 

6, 073 

Falling  from  trains 

and  engines . 

343 

2, 543 

344 

2,203 

507 

2,984 

485 

2,540 

467 

2,494 

456 

1,838 

Overhead  obstruc- 

tions . 

42 

294 

44 

353 

66 

396 

75 

353 

72 

357 

81 

313 

Collisions . 

104 

742 

101 

688 

189 

1,260 

704 

221 

1,103 

230 

1,189 

197 

866 

Derailments . 

116 

548 

90 

502 

130 

115 

612 

168 

686 

121 

572 

Other  train  acci- 

dents . 

32 

374 

63 

382 

90 

515 

59 

314 

40 

268 

69 

574 

At  highway  cross- 

ings . 

2 

12 

11 

4 

12 

5 

12 

O 

15 

D 

20 

At  stations . 

30 

499 

27 

373 

34 

404 

25 

409 

32 

450 

35 

298 

Other  causes . 

159 

3, 659 

179 

3,051 

237 

3,849 

265 

3, 412 

233 

2,807 

230 

2,618 

Total . 

1, 017 

14, 748 

1,029 

13, 102 

1, 567 

18, 877 

1,503 

16, 521 

1,533 

15,421 

1,459 

13, 172 

Number  employed 
for  1  killed . 

155 

156 

115 

113 

104 

105 

Number  employed 

for  1  injured . 

11 

12 

10 

10 

- 1 - 

10 

12 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


809 


XXI. — Accidents  to  employees  for  the  years  ending  June  SO,  1900  to  1890 —  United  States — 

Continued. 

SWITCH  TENDERS,  CROSSING  TENDERS,  AND  WATCHMEN. 


1900. 

1899. 

1898. 

1897. 

1896. 

Kind  of  accident. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  and  uncoupling  . . . 
Falling  from  trains  and  en- 

77 

1,264 

74 

1,533 

90 

1,486 

58 

1,325 

58 

1,686 

gines . 

45 

501 

60 

377 

50 

359 

32 

357 

42 

330 

Overhead  obstructions . 

3 

45 

3 

49 

3 

37 

5 

15 

2 

33 

Collisions . 

8 

87 

11 

70 

9 

36 

7 

33 

2 

37 

Derailments . 

3 

54 

3 

45 

4 

33 

4 

41 

8 

36 

Other  train  accidents . 

3 

72 

4 

31 

2 

26 

5 

28 

3 

28 

At  highway  crossings . 

9 

13 

10 

12 

16 

32 

13 

20 

10 

20 

At  stations . 

17 

148 

8 

115 

4 

88 

6 

62 

15 

81 

Other  causes . 

107 

876 

100 

760 

64 

580 

71 

542 

70 

500 

Total . 

272 

3,060 

273 

2, 992 

242 

2,677 

201 

2, 423 

210 

2, 751 

Number  employed  for  1  killed 
Number  employed  for  1  in- 

187 

178 

195 

218 

211 

jured . 

17 

16 

18 

18 

16 

Kind  of  accident. 

1895. 

1894. 

1893. 

1892. 

1891. 

1890. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  and  uncoupling  ... 

90 

1,826 

63 

1,492 

109 

2,290 

115 

2, 252 

ill 

2,044 

75 

1,528 

Falling  from  trains  and  en- 

gines . 

49 

363 

42 

274 

50 

321 

45 

342 

55 

300 

32 

213 

Overhead  obstructions . 

1 

27 

4 

31 

3 

36 

1 

25 

3 

25 

3 

18 

Collisions . 

3 

45 

5 

25 

8 

43 

9 

46 

5 

55 

3 

22 

Derailments . 

1 

38 

4 

30 

6 

36 

6 

34 

6 

47 

2 

30 

Other  train  accidents . 

3 

9 

3 

18 

9 

28 

4 

12 

2 

11 

16 

60 

At  highway  crossings . 

11 

18 

9 

12 

13 

15 

10 

19 

11 

19 

13 

7 

At  stations . 

17 

86 

14 

59 

14 

45 

17 

78 

17 

79 

15 

43 

Other  causes . 

73 

521 

72 

380 

95 

490 

87 

446 

91 

439 

75 

386 

Total . 

248 

2, 933 

216 

2,321 

307 

3,304 

294 

3,254 

301 

3,019 

234 

2, 307 

Number  employed  for  1  killed 

174 

205 

150 

146 

134 

161 

Number  employed  for  1  in- 

jured . . 

15 

19 

14 

13 

13 

16 

810 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


XXI. — Accidents  to  employes  for  the  years  ending  June  30,  1904  to  1901 — United  States — 

Continued. 


OTHER  EMPLOYEES. 


1900. 

1899. 

1898. 

1897 

1896. 

Kind  of  accident. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  and  uncoupling. . . . 
Falling  from  trains  and  en- 

17 

162 

6 

177 

7 

212 

9 

260 

14 

314 

gines . 

72 

565 

62 

540 

67 

521 

51 

544 

57 

453 

Overhead  obstructions . 

6 

18 

3 

28 

2 

25 

2 

53 

4 

21 

Collisions . 

32 

241 

21 

185 

29 

206 

31 

156 

30 

221 

Derailments . 

38 

201 

19 

140 

9 

161 

11 

95 

14 

105 

Other  train  accidents . 

10 

164 

6 

79 

9 

42 

12 

62 

13 

53 

At  highway  crossings . 

10 

28 

9 

21 

4 

8 

9 

7 

10 

49 

At  stations . 

59 

1,710 

51 

1, 412 

29 

1,197 

33 

778 

43 

848 

Other  causes . 

638 

15, 920 

605 

12, 686 

419 

11, 067 

358 

9,494 

393 

9, 218 

Total . 

882 

19, 012 

782 

15,268 

575 

13,439 

516 

11,449 

578 

11,282 

Number  employed  for  1  killed 
Number  employed  for  1  iu- 

879 

884 

1 

,142 

1 

,198 

1,072 

jured . 

41 

45 

49 

54 

55 

Kind  of  accident. 

1895. 

1894. 

1893. 

1892. 

1891. 

1890. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

, 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  and  uncoupling  ... 

12 

234 

7 

209 

14 

234 

10 

301 

16 

232 

29 

241 

Falling  from  trains  and  en- 

gines . 

60 

391 

53 

392 

87 

475 

81 

362 

76 

397 

73 

312 

Overhead  obstructions . 

9 

22 

2 

23 

4 

12 

4 

22 

3 

30 

5 

14 

Collisions . 

27 

221 

39 

181 

50 

188 

56 

209 

68 

306 

35 

146 

Derailments . 

15 

115 

14 

116 

17 

127 

24 

189 

32 

186 

27 

121 

Other  train  accidents . 

7 

51 

19 

70 

26 

107 

21 

52 

15 

40 

61 

197 

At  highway  crossings . 

4 

27 

7 

23 

15 

16 

11 

18 

6 

16 

4 

7 

At  stations . 

45 

745 

52 

668 

69 

809 

67 

908 

78 

898 

48 

399 

Other  causes . 

367 

6, 209 

385 

6, 317 

571 

7,580 

483 

6, 431 

532 

5,595 

449 

5,244 

Total . 

546 

8,015 

578 

7, 999 

853 

9,548 

757 

8,492 

826 

7, 700 

731 

6,681 

Number  employed  for  1  killed 

1,070 

995 

760 

804 

707 

764 

Number  employed  for  1  in- 

jured  . 

73 

72 

68 

72 

76 

84 

DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


811 


XXI. — Accidents  to  employees  for  the  years  ending  June  30, 1900  to  1890 — United  States — 

Continued. 

ALL  EMPLOYEES. 


Kind  of  accident. 

1900. 

1899. 

1898. 

1897. 

1896. 

Killed. 

Injured.) 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  and  uncoupling  . . . 

282 

5,229 

260 

6, 765 

279 

6,988 

214 

6,283 

229 

8,457 

Falling  from  trains  and  en- 

gines . 

529 

4,425 

459 

3,970 

473 

3, 859 

408 

3, 627 

472 

3,898 

Overhead  obstructions . 

56 

436 

45 

426 

51 

397 

42 

375 

63 

358 

Collisions . 

264 

1,576 

187 

1,368 

180 

1,071 

164 

943 

178 

1,047 

Derailments . 

197 

877 

147 

785 

133 

732 

139 

709 

117 

659 

Other  train  accidents . 

78 

835 

45 

578 

53 

490 

46 

462 

53 

486 

At  highway  crossings . 

20 

53 

19 

38 

21 

48 

23 

33 

24 

160 

At  stations . 

113 

2,570 

83 

2, 139 

54 

1,957 

61 

1,388 

92 

1,471 

Other  causes . 

1,011 

23, 642 

965 

18, 854 

714 

16, 219 

596 

13,847 

633 

13, 433 

Total . 

2,550 

39,  643 

2, 210 

34, 923 

1,958 

31, 761 

1, 693 

27, 667 

1,861 

29, 969 

Number  employed  for  1  killed 

399 

420 

447 

486 

444 

Number  employed  for  1  in- 

jured . 

26 

27 

28 

30 

28 

1895. 

1894. 

1893. 

1892. 

1891. 

1890. 

Kind  of  accident. 

Killed. 

f 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Killed. 

Injured. 

Coupling  and  uncoupling. 

291 

8, 137 

251 

7,240 

433 

11, 277 

378 

10, 319 

415 

9, 431 

369 

7,842 

Falling  from  trains  and 
engines . 

452 

3, 297 

439 

2,869 

644 

3,780 

611 

3,244 

598 

3, 191 

561 

2,363 

Overhead  obstructions. . . . 

52 

343 

50 

407 

73 

444 

80 

400 

78 

412 

89 

345 

Collisions . 

134 

1,008 

145 

894 

247 

1,491 

286 

1,358 

303 

1,550 

235 

1,034 

Derailments . 

132 

701 

108 

648 

153 

867 

145 

835 

206 

919 

150 

723 

Other  train  accidents . 

42 

434 

85 

470 

125 

650 

84 

378 

57 

319 

146 

831 

At  high  wav  crossings . 

17 

57 

16 

46 

32 

43 

26 

49 

20 

50 

22 

34 

At  stations . 

92 

1,330 

93 

1,100 

117 

1, 258 

109 

1,395 

127 

1,427 

98 

740 

Other  causes . 

599 

10, 389 

636 

9, 748 

903 

11,919 

835 

10, 289 

856 

8,  841 

754 

8,248 

Total . 

1,811 

25, 696 

1,823 

23, 422 

2,727 

31, 729 

2, 554 

28, 267 

2,660 

26, 140 

«2, 451 

622, 396 

Number  employed  for  1 
killed . ", . 

433 

428 

320 

322 

296 

306 

Number  employed  for  1 
injured . . 

• 

31 

• 

33 

28 

- 

29 

30 

33 

a  Includes  27  unclassified. 
b  Ineludesd236  unclassified. 


O 


59tii  Congress, 

1st  Session. 


SENATE. 


Doc.  No.  244, 

Part  2. 


REGULATION  OF  RAILWAY  RATES. 


DIGEST  OF  THE  HEARINGS 

BEFORE 

THE  COMMITTEE  ON  INTERSTATE  COMMERCE, 
SENATE  OF  THE  UNITED  STATES, 

HELD  FKOM  DECEMBER  16,  1904,  TO  MAY  23,  1905, 

INCLUSIVE, 

TOGETHER  WITH  CERTAIN  DATA 
IN  RESPONSE  TO  A  LETTER  OF  INSTRUCTIONS  OF 
THE  CHAIRMAN  OF  THE  COMMITTEE, 

DATED  JULY  3,  1905. 


COMPILED  BY  ORDER  OF  THE  COMMITTEE 

BY 

HENRY  C.  ADAMS, 

STATISTICIAN  TO  THE  UNITED  STATES  INTERSTATE  COMMERCE  COMMISSION, 

AND 

H.  T.  NEWCOMB. 


APPENDIX  IX. 

PRUSSIAN  RAILWAY  TARIFFS. 

DECEMBER  15,  1905. 

Prepared  by  Henry  C.  Adams. 


March  22, 1906.— Ordered  to  be  printed  as  a  document. 


WASHINGTON: 

GOVERNMENT  PRINTING  OFFICE. 

1906. 


INTERSTATE  COMMERCE  COMMITTEE, 

SENATE  OF  THE  UNITED  STATES. 

STEPHEN  B.  ELKINS,  of  West  Virginia,  Chairman. 
SHELBY  M.  CULLOM,  of  Illinois. 

NELSON  W.  ALDRICH,  of  Rhode  Island. 

JOHN  KEAN,  of  New  Jersey. 

JONATHAN  P.  DOLLIVER,  of  Iowa. 

JOSEPH  B.  FORAKER,  of  Ohio. 

MOSES  E.  CLAPP,  of  Minnesota. 

JOSEPH  H.  MILLARD,  of  Nebraska. 

BENJAMIN  R.  TILLMAN,  of  South  Carolina. 

ANSELM  J.  McLAURIN,  of  Mississippi. 

EDWARD  W.  CARMACK,  of  Tennessee. 

MURPHY  J.  FOSTER,  of  Louisiana. 

FRANCIS  G.  NEWLANDS,  of  Nevada. 

Colin  H.  Livingstone, 

Clerk  to  the  Committee. 


APPENDIX  IX. 


PRUSSIAN  RAILWAY  TARIFFS. 


The  letter  of  instructions  from  the  chairman  of  the  Senate  committee 
contains  a  request  for  a  comparative  statement  of  the  operations  and 
financial  results  of  American  and  European  railways.  Referring  to 
this  feature  of  the  instructions,  the  text  of  the  formal  report,  after 
calling  attention  to  the  fact  that  the  time  allowed  did  not  permit  of  a 
complete  answer,  said: 


A  cursory  comparison  could  of  course  have  been  made,  but  it  would  have  been 
insufficient  for  the  purpose  for  which  it  was  requested  on  account  of  the  radical  differ¬ 
ences  that  exist  between  the  character  of  the  industries  served  by  the  railways  in  the 
respective  countries,  and  the  marked  divergence  in  methods  of  administration  and 
forms  of  accounts.  Completely  to  have  rendered  the  service  which  the  letter  con¬ 
templates  in  this  regard  would  have  required  a  detailed  and  comprehensive  investiga¬ 
tion  into  the  legislative  conditions  and  statistical  results  of  continental  railways,  as 
also  the  operating  rules  and  financial  principles  under  which  they  are  administered. 
If  the  committee  desires  exhaustive  information  of  this  class  it  will,  in  our  opinion, 
be  necessary  to  provide  for  a  special  investigation. 


As  a  partial  compliance  with  the  instructions  of  the  chairman  of 
the  committee,  this  appendix  on  “Prussian  Railway  Tariffs”  has 
been  prepared  and  is  now  submitted.  The  reason  for  selecting  Prus¬ 
sian  railways  is  that  this  system  of  railways  illustrates  most  perfectly 
the  character  and  the  result  of  governmental  administration  of  railway 
transportation.  The  pertinency  of  this  selection  is  further  supported 
by  the  fact  that  certain  witnesses  Avho  appeared  before  the  committee 
made  extensive  reference  to  Prussian  railway  tariffs  in  support  of  the 
proposition  that  governmental  tariffs  are  not,  and  from  the  nature  of 
the  case  can  not  be,  adjusted  to  the  industrial  needs  of  the  country. 
This  appendix,  which  is  merely  expository  and  statistical,  is  submitted 
without  argument  and  without  application.  It  confines  itself  to  the 
two  purposes  of  making  clear  the  nature  and  the  character  of  Prussian 
railway  tariffs,  and  of  pointing  out  the  use  made  of  the  moneys  received 
by  the  government  in  payment  of  the  service  of  transportation. 

Development  of  the  Prussian  railway  tariff. — Completely  to  trace 
the  development  of  the  Prussian  railway  tariffs  would  be  to  write  the 
history  of  the  construction  and  organization  of  Prussian  railways,  a 
history  which  began  when  Austria  dominated  the  political  and  indus¬ 
trial  interests  of  the  German-speaking  peoples,  when  most  of  the  Ger¬ 
man  states  maintained  their  local  customs  duties,  and  when  the  idea  of 
international  commercial  relations,  except  so  far  as  these  were  affected 
by  ocean  or  water  communications,  was  foreign  to  the  mind  of  conti¬ 
nental  statesmen.  The  present  situation  by  contrast  is  essentially 
different.  The  leadership  of  the  German-speaking  peoples  has  passed 
to  Prussia.  The  foundation  of  the  Empire  established  freedom  of 


3 


4 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


commercial  exchanges  between  the  various  German  states,  while  inter¬ 
national  traffic  between  the  various  countries  of  Europe  now  rests 
upon  an  international  agreement  administered  from  an  international 
bureau  located  at  Berne.  The  development  of  transportation  by  rail, 
in  part  a  complement  to  and  in  part  a  substitution  for  the  older  forms 
of  transportation,  had  its  part  in  bringing  about  these  political,  indus¬ 
trial,  and  international  changes,  a  fact  necessarily  reflected  in  the 
development  of  railway  tariffs  and  railway  administration. 

While  transportation  was  local  in  character,  and  while  the  railways 
gave  chief  attention  to  passenger  traffic,  freight  schedules  were  adjusted 
to  a  distance  basis  modified  by  a  classification  of  freight  that  reflected 
in  some  degree  the  relative  value  of  the  goods  transported.  As  a 
railway  network  developed,  however,  and  as  this  new  form  of  trans¬ 
portation  assumed  greater  commercial  significance,  competition  of 
routes  ran  its  usual  course  and  produced  its  inevitable  results,  a  com¬ 
petition  which  involved  the  lines  owned  by  the  several  States  as  well 
as  those  owned  b}^  private  corporations.  Rate  wars  with  consequent 
depletion  of  revenue,  on  the  one  hand,  and  rate  discrimination  that 
resulted  in  constant  complaints  of  favoritism  and  disregard  of  social 
and  national  interests  on  the  other,  were  of  constant  occurrence;  and 
the  constructive  history  of  railway  administration  in  Germany  (or, 
indeed,  on  the  Continent)  is  little  more  than  the  record  of  the  effort 
put  forth  to  curb  useless  competition,  to  abolish  destructive  discrimi¬ 
nation,  and  to  do  away  with  surplus  transportation.  It  was  out  of  this 
situation  that  the  German  statesmen  who  \yere  responsible  for  the 
establishment  of  the  German  Empire,  and  who  set  before  themselves 
the  realization  of  a  national  life  for  the  German  people,  developed  a 
u normal  railway  tariff.” 

Passing  over  a  consideration  of  the  many  abortive  attempts  to  arrive 
at  some  satisfactory  adjustment,  the  initial  step  in  what  proved  to  be 
a  final  solution  of  the  problem  was  taken  immediately  after  the  Franco- 
Prussian  war.  The  imperial  constitution  contains  several  references 
to  railways  and  their  management.  Thus,  all  railways  were  subjected 
to  imperial  supervision,  a  uniform  regulation  of  traffic  was  required, 
and  it  was  also  prescribed  that  the  rates  upon  coal,  coke,  wood,  ores, 
stone,  steel,  iron  billets,  fertilizers,  and  similar  commodities  anwering 
the  needs  of  agriculture  and  industry  should,  as  soon  as  possible,  be 
reduced  to  what  was  called  the  44 1-pfennig”  rate,  a  rate  which,  con¬ 
verted  into  the  nomenclature  of  the  present  currency,  is  equal  to  2.222 
pfennigs  per  ton-kilometer. a  It  is  this  rate  which  is  sometimes  called 
the  constitutional  rate,  and  its  attainment  as  a  basal  rate  for  long 
hauls  of  the  commodities  indicated  has  been  the  constant  purpose  of 
subsequent  railway  administration.  It  is  equal  to  a  rate  of  0.772  cent 
per  ton-mile. 

One  of  the  important  features  of  the  Bismarckian  policy  was  that 
the  railways  of  Germany  should  become  imperial  railways.  Prussia 
and  some  of  the  northern  States  were  willing  to  withdraw  from  the 
field,  but  the  southern  States,  especially  Bavaria,  withheld  their  con¬ 
sent  from  this  programme,  and  it  was  finally  abandoned.  The  only 
railways  which  became  the  property  of  the  Empire,  and  which  are  so 


«The  ton-kilometer  is  the  work  done  in  hauling  1  metric  ton  (of  1,000  kilograms, 
or  2,204.6  pounds)  through  a  distance  of  1  kilometer  (or  0.62138  mile).  It  is  approxi¬ 
mately  0.685  ton-mile. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


5 


administered  at  the  present  time,  are  the  railways  of  Alsace  and  Lor¬ 
raine — the  provinces  ceded  by  France  at  the  close  of  the  Franco- 
Prussian  war.  The  assumption  by  the  Empire  of  these  railways 
played  an  important  role  in  the  development  of  German  railway 
tariffs,  for,  as  a  matter  of  fact,  the  systemization  of  freight  schedules 
was  set  on  foot  through  the  influence  of  these  imperial  railways. 
Shortly  after  the  close  of  the  war  a  tariff,  called  by  its  advocates  a 
“natural  tariff,'1  was  put  in  force  upon  the  railways  of  Alsace  and 
Lorraine.  The  main  features  of  this  tariff,  it  may  be  remarked,  were 
first  introduced  by  the  Prussian  Government  on  the  Nassau  State  rail¬ 
way  in  1807,  but  it  did  not  last,  nor  was  it  able  to  affect  in  any  marked 
degree  the  tariff  schedules  of  competing  or  allied  lines.  For  reasons 
which  must  be  passed  over  in  this  cursory  review,  the  tariff  scheme  of 
the  Alsace  and  Lorraine  railways  gradually  extended  itself  until,  com¬ 
ing  in  contact  with  the  tariff  scheme  of  the  northern  railways,  it  resulted 
in  a  compromise,  and  finally,  after  many  abortive  attempts,  culminated 
in  the  establishment  of  the  “reform  tariff,1’  which  was  accepted  by 
the  various  States  during  the  years  1877  to  1880. 

The  Alsace  and  Lorraine  tariff  emphasized  the  significance  of  car 
space,  and  it  may  be  said  to  have  been  drawn  with  the  purpose  of  attain¬ 
ing  a  more  economical  adjustment  of  the  train  load.  Besides  a  general 
tariff  for  piece  goods,  it  made  provision  for  a  cheaper  rate  for  the 
transportation  of  goods  in  open  than  in  covered  cars  and  provided  for 
separate  charges  for  terminal  and  transportation  expenses.  It  included 
also  a  limited  application  of  the  principle  of  special  tariffs.  It  is  not 
intended  to  suggest  that  these  features  were  original  with  the  tariff 
under  consideration.  They  did,  however,  give  it  a  definite  character  and 
'  enabled  it  to  serve  as  an  effective  basis  for  discussion  and  compromise, 
because  they  showed  that  the  tariff  possessed  a  formal  and  definite  plan. 

The  chief  objection  raised  to  the  scheme  of  tariffs  put  in  force  by  the 
Alsace  and  Lorraine  railways  was  that  it  failed  adequately  to  take  into 
account  the  value  of  goods  transported  or  the  commercial  use  to  which 
they  were  put,  and  a  significant  effect  of  the  ensuing  compromise 
between  this  tariff  and  other  tariff  schemes  was  an  extension  of  the 
principle  of  special  tariffs.  It  was  along  this  line  that  development 
took  place,  as  may  be  seen  by  the  fact  that  the  present  tariff  scheme 
includes  five  special  classes  of  freight  Within  the  “normal  tariff,” 
besides  the  development  of  an  extended  list  of  “exceptional  tariffs,” 
each  of  which  in  reality  is  nothing  more  than  a  special  tariff  of  such 
sort  that  it  can  not  be  readily  expressed  in  general  terms. 

The  considerations  affecting  railway  rates  in  Germany  as  reflected 
in  the  tariff  scheme  now  in  force  are  terminal  service,  transportation 
service,  the  amount  of  freight  offered  for  single  shipments,  character 
of  the  service  represented  by  open  or  closed  cars  and  by  speed,  the 
value  of  the  goods  carried,  and  the  social  or  the  commercial  use  to 
which  they  are  put.  While  one  can  not  say  that  separate  commercial 
measurement  is  attempted  for  each  of  these  elements,  they  are  all  con¬ 
sciously  present  in  the  attempt  which  German  railway  administration 
has  made  and  is  making  to  apply  scientific  analysis  to  the  adjustment 
of  railway  rates. 

Description  of  Prussian  railway  tariffs. — As  suggested  above,  Prus¬ 
sian  railways  move  freight  under  two  general  tariffs  called,  respec¬ 
tively,  the  “normal  tariff”  and  the  “exceptional  tariff.”  Converted 


6 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


into  the  American  use  of  words,  these  phrases  mean,  speaking  gen¬ 
erally,  classified  freight  and  commodity  freight.  The  form  of  the 
schedule  was  developed  according  to  the  same  general  process  in  both 
countries,  the  first  step  being  the  establishment  of  a  general  rule, 
according  to  which  freights  received  their  classified  rating,  and  the 
second  step  the  establishment  of  exceptions  to  that  rule  in  order  to 
provide  for  peculiar  conditions  or  to  adjust  the  tariff  to  the  attainment 
of  special  ends.  The  relative  significance  of  the  normal  and  the  excep¬ 
tional  tariffs  for  the  Prussian  railways  is  shown  by  the  following 
statement: 


Per  cent 
of  total 

Exceptional  tariffs  moved : a  freight.?* 

1889  .  46.  7 

1890  .  45.4 

1891  .  46.0 

1892  .  46.3 

1893  .  48.7 

1894  .  47.9 

1895  .  45.1 

J896 .  45.2 


Per  cent 
of  total 

Exceptional  tariffs  moved  :a  '  freight.?* 

1897  .  62.6 

1898  .  62.8 

1899  . r._._  62.8 

1900  .  63.8 

1901  .  64.1 

1902  .  64.2 

1903  .  64.6 


Both  the  normal  tariff  and  the  exceptional  tariff  are  further  classified 
as  may  be  seen  from  the  following  table,  which  shows,  in  addition  to 
tonnage  and  ton  mileage,  the  average  length  of  haul,  the  amount  of 
money  received,  and  the  average  receipts  per  ton  and  per  ton-mile  for 
each  class  of  freight.  The  figures  contained  in  this  table  are  converted 
into  American  units  of  distance,  weight,  and  money  in  order  to  facil¬ 
itate  comparison : 


Table  showing  freight  movement  and  freight  receipts  on  Prussian- Hessian  railways  for  the  ’ 

year  ended  March  31,  1903. 


FREIGHT  MOVEMENT. 


Item. 

Tons  (2,000 
pounds 
each). 

Ton-miles. 

Average 

haul. 

I.  Normal  tariff. 

A.  Fast  freight  and  express . 

B.  Freight  (ordinary) :  4 

Less  than  carload  lots — 

1.  Piece  goods,  general  (n.  o.  s.) . 

2.  Pieee  goods,  special . 

Carload  lots— 

3.  Glass  A1 . 

4.  Class  B . 

5.  Special  tariff  A2 . 

6.  Special  tariff  I . . . 

7.  Special  tariff  II  (10-ton  lots) . 

8.  Special  tariff  II  (5-ton  lots) . 

9.  Special  tariff  III . 

Total  B.  freight . 

Total  of  freight  moved  on  normal  tariff . 

II.  Exceptional  tariff. 

In  5  to  10  ton  lots . 

In  10- ton  lots  and  over . . . 

Total  of  freight  moved  on  exceptional  tariff . 

Aggregate  of  normal  and  exceptional  tariffs . 

1,965,000 

146, 700, 000 

Miles. 

74.6 

6, 650, 000 
2, 426, 000 

1,948,000 
4,175,000 
4,125,000 
10, 770, 000 
5, 944,  000 
3, 956, 000 
50, 140, 000 

582, 800, 000 
196,900,000 

179,400,000 
445,400,000 
287, 300, 000 
680, 300, 000 
497, 500,  000 
233, 700, 000 
2,641,500,000 

87.6 
81.2 

92.1 
106.6 

69.6 

63.2 

83.7 
59.1 

52.7 

90. 134, 000 

5, 744,800,000 

63.7 

92, 099, 000 

5, 891, 500, 000 

64.0 

440,000 

140,002,000 

87,  800, 000 
10, 729, 700, 000 

199.4 

76.6 

140, 442, 000 

10, 817,500,000 

77.0 

232,541,000 

16, 709, 000, 000 

71.9 

a  For  the  year  beginning  April  1. 


b  On  t lie  basis  of  ton-kilometers. 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


7 


Table  showing  freight  movement  and  freight  receipts  on  Prussian- Hessian  railways  for  the 

year  ended  March  31,  1903 — Continued. 

l 

FREIGHT  REVENUE. 


Per  cent 
of  total. 

Average  receipts. 

Item. 

Amount. 

Per  ton. 

Per  ton- 
mile. 

I.  Normal  tariff. 

A.  Fast  freight  and  express . 

$8, 102. 047 

3. 94 

Dollars. 

4. 12 

Cents. 

5.52 

B.  Freight  (ordinary): 

• 

Less  than  carload  lots — 

1.  Piece  goods,  general  (n.o.  s.) . 

22,  582, 492 

10.98 

3.40 

3. 87 

2.  Piece  goods,  special . 

6, 136,  392 

2.  98 

2.53 

3.12 

Carload  lots — 

3.  Class  A1 . 

4,  635, 853 

2.  26 

2. 38 

2.59 

4.  Class  B . 

9, 939, 128 

4. 83 

2. 38 

2.23 

5.  Special  tariff  A2 . 

5, 654, 939 

2.  75 

1.37 

1.97 

6.  Special  tariff  I . 

12,  230, 110 

5.  95 

1.14 

1.80 

7.  Special  tariff  II  (10-ton  lots) . 

6,981,742 

3.40 

1.17 

1.40 

8.  Special  tariff  II  (5-ton  lots) . 

3, 344,  658 
27,667,947 

1.63 

.85 

1.43 

9.  Special  tariff  III . 

13.  46 

.55 

1.05 

Total  B.  freight . 

99, 173, 261 

48.  24 

1.10 

1.73 

Total  of  freight  moved  on  normal  tariff . 

107, 275, 308 

52. 18 

1.16 

1.82 

II.  Exceptional  tariff. 

In  5  to  10  ton  lots . 

1, 680, 444 

.82 

3.82 

1.91 

In  10-ton  lots  and  over . 

96,  634,530 

47.00 

.69 

.90 

Total  of  freight  moved  on  exceptional  tariff . 

98, 314, 974 

47.82 

.70 

.91 

Aggregate  of  normal  and  exceptional  tariffs . 

205,  590, 282 

100.  00 

.88 

1.23 

A.  The  normal  tariff. — The  first  item  in  the  above  table  pertains  to 
fast  freight  and  express,  a  class  of  freight  which,  speaking  in  a  general 
way,  is  excluded  from  the  statistics  of  railwa}^  transportation  in  the 
United  States,  because  cared  for  by  the  express  companies.  The  ton- 
mileage  of  express  freight  in  this  country  is  not  known,  nor  is  it  known 
what  income  accrues  to  the  express  companies  from  this  freight. 
Assuming,  however,  that  the  $41,875,636,  which  the  railways  received 
in  1904  for  hauling  express  freight,  is  40  per  cent  of  the  gross  earn¬ 
ings  of  the  express  companies,  the  ratio  of  express  receipts  to  the  total 
receipts  of  railways  for  freight,  express  receipts  being  included,  is 
about  3  per  cent  greater  in  this  country  than  in  Prussia.  It  is  evident 
that  the  inclusion  of  express  receipts  with  railway  freight  receipts 
would  tend  to  raise  the  rate  per  ton  per  mile  in  the  United  States,  a 
fact  that  should  be  borne  in  mind  in  making  a  comparison  between 
the  two  countries.  Two  other  considerations  emphasize  the  difficulty 
of  a  satisfactory  comparison  between  this  country  and  Prussia,  so  far 
as  the  class  of  traffic  under  consideration  is  concerned.  The  one  is 
that,  in  this  country,  a  considerable  portion  of  the  revenue  to  express 
companies  is  derived  from  the  carriage  of  cash  and  of  articles  of  great 
value  which  can  not  properly  be  considered  as  freight  traffic;  and  the 
other  is  that,  in  Prussia,  the  parcels  post  does  an  extensive  business 
in  the  carriage  of  package  freight. 

The  rule  for  determining  the  charges  for  fast  freight  and  express 
goods  is  that  fast  freight  piece-goods  rates,  both  transportation  and 
terminal,  are  double  the  piece-goods  rates,  while  fast  freight  carload 
lots  are  double  the  general  carload  lot  rates  of  class  B  or  class  A  1. 


8 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


The  tariffs  for  this  class  of  goods  illustrate  a  special  charge  for  a  spe¬ 
cial  service,  a  principle  that  finds  frequent  application  in  the  detailed 
rules  of  Prussian  tariffs. 

Ordinary  goods  rates  are  divided  into  two  general  classes,  according 
as  they  are  carried  in  less  than  carload  or  in  carload  lots.  Freight 
carried  in  less  than  carload  lots  is  also  divided  into  two  classes,  one 
general  in  character,  that  is  to  say,  (making  use  again  of  American 
nomenclature)  piece  goods  “not  otherwise  specified.”  In  addition  to 
this  general  piece-goods  class  is  a  special  piece-goods  class,  covering- 
some  of  the  staple  goods  of  peculiar  significance,  such  as  hardware, 
to}Ts,  woodenware,  etc.  There  are  seven  general  tariffs  for  goods  car¬ 
ried  in  carload  lots,  the  classification  being  adjusted  to  the  kind  of  car 
used,  whether  an  open  or  a  closed  car;  the  size  of  the  car  used,  whether 
a  5-ton  or  a  10-ton  car,  and  the  character  of  the  goods  carried.  In 
further  explanation  of  the  latter,  it  may  be  said,  speaking  generally, 
that  special  tariff  I  covers  manufactured  goods;  special  tariff  II  covers 
goods  partially  manufactured;  special  tariff  III,  covers  raw  material. 
Such  are  the  principles  underlying  the  normal  tariff. 

The  charges  for  these  various  classes  of  goods  are  composed  of  two 
elements,  namely,  the  transportation  or  hauling  charges  and  the  ter¬ 
minal  or  dispatch  charges.  The  transportation  charges  may  be  read 
from  the  following  statement: 


Item. 


1.  For  piece  goods,  generalr 

Up  to  50  km . 

From  51  to  200  km.  (for  additional  haul) . 

From  201  to  300  km.  (for  additional  haul) . 

From  301  to  400  km.  (for  additional  haul) . 

From  401  to  500  km.  (for  additional  haul) . 

Above  500  km.  (for  additional  haul) . 

2.  For  piece  goods,  special  (after  726  km.  take  lower  rate  of  general  piece  goods) . . 

3.  For  class  A1 . 

4.  For  class  B  (when  not  carried  under  special  tariffs) . 

5.  For  special  tariff  A2 . 

6.  For  special  tariff  I . 

7.  For  special  tariff  II . 

8.  For  special  tariff  III: 

Up  to  100  km . 

Above  100  km . 


Per  ton- 
kilo¬ 
meter. 

Per  ton- 
mile. 

Pfennigs. 

Cents. 

11 

3.822 

10 

3.475 

9 

3.127 

8 

2. 780 

7 

2.  432 

6 

2.085 

8 

2.  780 

6.7 

2.328 

6 

2. 085 

5 

1.737 

4.5 

1.564 

3.5 

1.216 

2.6 

.903 

2.2 

.764 

It  will  be  observed  that  even  the  transportation  charge  provided  in 
the  normal  tariff  does  not  provide  for  a  uniform  rate  per  ton  per  mile 
without  regard  to  the  length  of  haul.  Thus  the  general  piece-goods 
class  allows  a  fall  in  the  rate  from  11  to  6  pfennigs  and  the  special 
tariff  III  provides  a  lower  rate  if  the  freight  is  carried  beyond  100 
kilometers,  or  62  miles.  It  should  also  be  stated  in  this  connection 
that  the  rules  and  regulations  adopted  for  the  application  of  these  tariffs 
allow  a  liberty  of  choice  to  the  shipper,  and  that  goods  carried  at  one 
class  rate  for  a  short  distance  may  be  carried  at  another  class  rate  for 
a  long  distance,  which  results  in  a  less  charge  per  ton  per  mile  for  a 
Ion  o’  than  for  a  short  haul. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


9 


The  terminal  or  dispatch  charges,  which  must  be  taken  into  account 
when  computing  Prussian  railway  tariffs,  may  be  concisely  stated  as 
follows: 


1. 


2. 


3. 


For  both  classes  of  piece  goods  and  for  class  Al,  and  for  special  tariff  for  cer¬ 
tain  express  goods,  the  terminal  charge  per  metric  ton:a 

Up  to  10  km . 

Pfennigs. 

100 

Cents. 

23.8 

From  11  to  20  km . 

110 

26.2 

From  21  to  30  km . 

120 

28.6 

From  31  to  40  km . 

130 

30.9 

From  41  to  50  km . 

140 

33.3 

From  51  to  60  km . 

150 

35.  7 

From  61  to  70  km . 

160 

38. 1 

From  71  to  80  km . . 

170 

40.5 

From  81  to  90  km . 

180 

42.8 

From  9 1  tq  100  km . 

190 

45. 2 

Above  100  km . . 

200 

47.6 

For  class  B: 

Up  to  10  km . 

80 

19.0 

From  11  to  20  km . 

90 

21.4 

From  21  to  30  km . 

100 

23.8 

From  31  to  40  km . 

110 

26.2 

Above  40  km . 

120 

28.6 

For  class  A2  and  special  tariffs  I,  II,  III: 

Up  to  50  1cm . 

60 

14.3 

From  51  to  100  km . 

90 

21.  4 

Above  100  km . 

120 

28.6 

a  The  metric  ton  is  2,204.6  pounds. 


It  will  be  observed  from  the  above  that  for  all  goods  in  class  B 
carried  more  than  40  kilometers  and  for  all  other  goods  carried  under 
the  normal  tariff  a  distance  in  excess  of  100  kilometers  the  terminal 
charge  per  ton  per  mile  decreases  at  a  constant  ratio  with  the  increase 
of  the  haul,  while  for  goods  carried  less  than  the  distances  named  the 
principle  of  lower  rates  for  longer  hauls  is  applied  according  to  a  tixed 
rule.  The  impression,  therefore,  that  Prussian  rates  are  in  proportion 
to  distance,  should  such  an  impression  exist,  does  not  seem  to  conform 
to  the  facts  in  the  case.  If  to  the  freight  carried  under  the  normal 
tariff  there  be  added  the  freight  carried  under  the  exceptional  tariff, 
80  per  cent  of  the  total  freight  traffic  is  carried  on  schedules  which 
disregard  the  equal  mileage  rate  principle,  and  only  20  per  cent  is 
carried  at  a  fixed  rate  per  ton  per  mile  without  regard  to  distance. 
The  corresponding  fact  is  incapable  of  determination  for  the  railway 
traffic  of  the  United  States.  Whether  or  not  the  principle  of  a  lower 
rate  per  ton  per  mile  for  a  longer  than  for  a  short  haul  is  properly 
applied  by  the  Prussian  tariff,  lies  outside  the  scope  of  this  presenta¬ 
tion. 

B.  The  exceptional  tariff. — Besides  the  normal  tariff,  the  German 
tariff  scheme  includes  24  exceptional  tariffs.  The  goods  to  which  these 
exceptional  tariffs  apply  are  either  directly  described  in  the  tariffs 
themselves  or  they  are  described  by  reference  to  the  special  tariffs  I, 
II,  and  III  included  in  the  normal  tariff.  They  may  be  regarded, 
therefore,  as  an  adjustment  of  rates  to  traffic  and  commercial  needs 
carried  beyond  the  point  rendered  feasible  by  the  form  of  the  normal 
tariff.  Speaking  generally,  they  are  confined  to  long-distance  traffic, 
to  traffic  offered  in  large  quantities,  or  to  traffic  which  for  some  spe¬ 
cial  social  or  industrial  reason  demands  peculiar  treatment.  The}^  are 
in  effect  differential  or  preferential  tariffs  adjusted  to  the  various  needs 
of  various  industries,  or  to  meet  the  necessity  of  peculiar  forms  of 
international  competition,  or  to  minister  to  the  encouragement  or  the 


10 


DIGEST  OE  HEARINGS  ON  RAILWAY  RATES. 


support  of  industries  or  industrial  centers.  The  book  in  which  these 
tariffs  are  published  describes,  first,  the  class  of  commodities  to  which 
they  pertain;  second,  the  localities  or  the  routes  to  which  they  apply; 
third,  the  rate  of  the  exceptional  tariffs;  fourth,  the  rate,  if  carried  by 
the  normal  tariffs;  and  fifth,  a  statement  of  the  origin  of  the  tariff  or 
the  reasons  for  which  it  is  put  in  force.  These  explanations  or  rea¬ 
sons,  which  are  of  special  importance  to  a  right  understanding  of  the 
Prussian  schedule  of  railway  rates,  may  be  classified  under  5  heads,  as 
follows: 

First.  To  support  an  industrial  center  already  established  whose 
relative  advantage  may  have  been  affected  by  any  of  the  many  political, 
international,  or  industrial  reasons  to  which  German  industries  are 
exposed.  As  an  illustration,  a  special  rate  is  given  for  raw  cotton 
imported  from  German  ports  on  the  Baltic  to  the  North  Sea  and  Saxon 
stations  where  there  are  spinning  factories.  Up  to  100  kilometers 
traffic  pays  the  ordinary  tariff;  beyond  100  kilometers  it  is  carried  at 
a  reduced  rate.  The  justification  of  this  special  rate  is  “  to  support 
Saxon  textile  industries.” 

Second.  To  develop  an  export  trade.  As,  for  example,  a  special  rate 
for  green  vitriol  for  exportation  by  sea  from  German  places  producing 
it  to  ports  on  the  Baltic  and  North  Sea.  The  justification  of  this  rate, 
as  given  in  the  tariff  book,  is  “to  increase  the  sale  of  vitriol  from 
German}7,  and  especially  to  enable  German  vitriol  to  compete  with 
British  and  Austrian  manufactories  in  the  Orient  and  the  Balkan 
peninsula.”  There  are  a  large  number  of  tariffs  of  this  class  which 
serve  to  illustrate  the  importance  placed  by  German  statesmen  upon 
the  development  of  a  manufacturing  export  trade,  and  the  marked 
development  of  Germany’s  foreign  commerce  during  recent  years 
seems  to  give  an  industrial  justification  of  this  class  of  preferential 
railway  tariffs. 

Third.  To  meet  the  market  competition  of  foreign  countries.  As, 
for  example,  certain  of  the  tariffs  for  mineral  oils,  petroleum,  and 
naphtha  from  German  North  Sea  ports  and  Liibeck  and  Westphalia, 
which  were  introduced  “to  enable  competition  with  Belgian  and  Dutch 
ports.”  In  this  class  also  may  be  mentioned  the  special  rates  on  sul¬ 
phur  between  Germany  and  Italy,  an  exceptional  tariff  put  in  force 
“  to  compete  with  sea  routes.”  The  exceptional  tariffs  for  iron  under 
various  descriptions  are,  for  the  most  part,  justified,  because  they  are 
necessary  to  enable  “competition  of  German  iron  with  foreign  iron.” 

Fourth.  To  direct  the  routing  of  commodities.  As,  for  example, 
a  special  rate  upon  railway  engines  in  the  through  traffic  from  Switzer¬ 
land  to  Russia  for  the  Linden-Stettin  line,  an  exceptional  tariff  put  in 
force  to  enable  this  line  “to  compete  with  the  route  by  Antwerp,”  or 
the  exceptional  tariff  on  lead  and  zinc  between  Silesian  stations  on  the 
one  hand  and  Bavarian  and  Wurttemberg  stations  on  the  other,  a  tariff 
put  in  force  “against  the  competition  of  the  railway  routes  through 
Bohemia.” 

Fifth.  To  secure  a  uniform  industrial  development  in  all  parts  of 
the  Empire  and  to  provide  against  superfluous  transportation.  As,  for 
example,  the  adjustment  of  the  coal  and  iron  ore  tariffs. 

Other  minor  considerations  which  influence  the  adjustment  of  excep¬ 
tional  rates  would  be  disclosed  by  a  complete  study  of  the  situation, 
but  sufficient  has  been  said  to  make  evident  three  facts: 

A.  The  exceptional  tariffs  are  in  no  sense  discriminatory  so  far  as 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


11 


individuals  are  concerned.  They  are  open  to  all  who  meet  the  condi¬ 
tions  prescribed  and  conform  to  what  in  the  opinion  of  those  who 
administer  the  policy  of  Prussian  railways  are  regarded  as  reasonable 
discriminations. 

B.  The  exceptional  tariffs  of  Prussian  railways  are  published  in 
such  a  form  as  to  expose  them  to  the  criticism  of  ail  who  are  interested 
either  in  their  maintenance  or  their  modification.  Whatever  restraining 
influence  or  guarantee  against  an  improper  use  of  an  arbitrary  power 
may  be  found  in  publicity  applies  to  this  exceptional  tariff,  a  remark 
which  bears  especial  significance  when  considered  in  connection  with  the 
carefully  organized  advisory  councils  created  by  Prussian  law  for  the 
continuous  criticism  of  Prussian  tariffs. 

C.  These  exceptional  tariffs  can  only  be  understood  in  the  light  of 
their  relation  to  the  industrial,  political,  and  financial  polic}r  of  the 
State.  The  railways  of  Germany  are  not,  as  in  this  country,  a  purely 
commercial  institution.  They  are  regarded  rather  as  an  important 
agency  in  the  realization  of  an  accepted  programme  of  national  devel¬ 
opment,  a  fact  which  should  not  be  overlooked  in  a  comparison  of  the 
relative  merits  of  Prussian  and  American  railways.  Of  such  broad 
significance  are  these  exceptional  tariffs  in  any  study  of  the  Prussian 
railway  system  that  there  is  appended  to  this  text  as  an  exhibit  a 
statement  of  these  tariffs  as  they  stood  in  October,  1904. 


SOME  QUESTIONS  SUGGESTED  BY  TIIE  TESTIMONY. 


The  testimony  submitted  to  the  Senate  committee  relative  to  Prus¬ 
sian  railwa}r  rates  is  critical  in  character  when  regarded  from  the  point 
of  view  of  comparison  with  railway  administration  and  railway  tariffs 
in  the  United  States.  These  critical  observations  are,  in  effect: 

That  Prussian  railway  tariffs  are  not  adjusted  to  the  commercial 
needs  of  the  nation,  a  result  charged  to  the  Government  supervision  of 
the  tariff; 

That  Prussian  rates  are  higher  than  American  rates;  and 

That  governmental  supervision  or  control  hinders  the  reduction  of 
rates. 

Whether  or  not  Government  rates,  as  exemplified  in  Prussian 
administration,  are  properly  adjusted  to  the  commercial  needs  of  the 
nation  is  a  question  that  lies  beyond  demonstration.  Reasonable  judg¬ 
ment  respecting  it  involves  considerations  outside  the  restricted  prob¬ 
lem  of  railway  transportation.  All  that  can  be  done,  without  entering 
into  an  argument  or  expressing  an  opinion,  has  been  done  in  explain¬ 
ing  the  principles  to  which  Prussian  tariffs  are  adjusted,  and  in  sub¬ 
mitting  the  explanations  of  the  various  exceptional  tariffs  found  in  the 
exhibit  appended  to  this  text.  It  is  possible,  however,  to  present  cer¬ 
tain  data  which  throw  additional  light  upon  the  second  and  third  of  the 
criticisms  submitted  above. 

Comparison  of  Prussian  and  American  railway  rates. — The  manner 
in  which  the  statistics  of  railways  in  the  United  States  are  reported  to 
the  Interstate  Commerce  Commission  does  not  admit  of  extensive  com¬ 
parison  with  the  data  presented  in  the  table  on  pages  6  and  7  showing  the 
freight  movement  and  freight  receipts  on  Prussian  railways.  Neither 
tonnage,  ton-mileage,  nor  yet  tonnage  receipts  are  classified  according 
to  the  classification  of  freight  made  the  basis  of  tariff  schedules.  The 
only  comparison  possible  between  American  and  Prussian  traffic  sta- 


12 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


tistics  is  in  the  final  or  aggregate  figures,  and  in  view  of  the  fact  that 
the  average  rate  per  ton  per  mile  is  affected  quite  as  much  by  the  dis¬ 
tribution  of  tonnage  between  high  and  low  class  freight  as  by  the  rate 
actually  charged,  it  is  evident  that  no  very  significant  conclusion  can 
be  drawn  from  such  a  comparison. 

The  great  variety  of  rates  as  shown  by  the  comprehensive  analysis, 
ranging  from  an  average  rate  of  5.52  cents  per  ton  per  mile  for  fast 
freight  and  express,  or  3.87  cents  per  ton  per  mile  for  general  piece 
goods  to  an  average  rate  of  0.90  cent  per  ton  per  mile  for  goods 
carried  under  exceptional  tariffs  in  10-ton  lots,  serves  to  emphasize 
this  statement.  What  a  corresponding  analysis  of  traffic  statistics  in 
the  United  States  might  show  it  is  impossible  to  say.  The  comparison 
of  aggregate  figures  is  here  submitted,  however,  for  what  it  may  be 
worth,  and,  as  introductory  to  the  analysis  that  follows,  there  are 
added  to  this  comparison  corresponding  figures  for  Group  II— that  is 
to  say,  speaking  generally,  for  the  railways  that  lie  within  the  States 
of  New  York,  Pennsylvania,  New  Jersey,  Delaware,  and  Maryland. 


Comparison  of  Prussian  and  A  merican  freight  statistics,  1903. 


Item. 

United  States  as 
reported  by  indi¬ 
vidual  roads,  not 
excluding  dupli¬ 
cations. 

United  States 
compiled  as  a 
system,  duplica¬ 
tions  excluded. 

Prussia. 

Group  II,  as 
reported  by  in¬ 
dividual  roads, 
not  excluding 
duplications. 

Tons . 

1,304,394,323 
173,221,278,993 
132. 80 
$1, 338, 020, 026 
$1.05 

0. 763 

a  715, 000,000 
173,221,278,993 
242. 35 
$1,338, 020,026 
$1.85 

0.  763 

232, 541, 000 
16,709,000,000 
71.9 
$205, 590, 282 
$0.88 

1.23 

404,236,945 
47,127,274,771 
116.58 
$318, 063, 758 
$0. 823 

0.667 

Ton-miles . 

Average  haul . miles.. 

Freight  revenue . . . 

Average  receipts  per  ton . 

Average  receipts  per  ton  per 
mile . cent.. 

a  Includes  an  estimated  amount  for  unclassified  tonnage. 


On  the  basis  of  the  average  rate  per  ton  per  mile  railway  rates  in 
the  United  States  are  lower  than  the  railway  rates  in  Prussia.  Ex¬ 
cluding  fast  freight  and  express  from  the  Prussian  statement,  the 
rate  per  ton  per  mile  which  should  be  compared  with  the  average  rate 
in  this  country  is  1.19  cents  and  not  1.23  cents,  as  shown  in  the  above 
statement.  The  receipts  per  ton,  it  will  be  observed,  are  $1.85  for-  the 
United  States  as  against  $0.88  in  Prussia.  The  fact  that  the  receipts 
per  ton  in  Prussia  are  less,  while  the  rate  per  ton  per  mile  is  greater 
than  in  the  United  States,  is  explained  b}7  the  average  haul,  which  in 
Prussia  is  71. 9a  miles,  as  against  242.35  miles  (or  about  132.80  miles 
according  to  the  basis  of  comparison  accepted)  in  the  United  States. 
This  latter  fact  is  of  great  importance  in  judging  of  the  relative 
efficiency  of  the  railway  systems  in  the  two  countries,  for  it  is  uni¬ 
versally  recognized  that  terminal  or  dispatch  expenses  constitute  a 
considerable  portion  of  the  aggregate  of  operating  expenses,  and  that 
as  the  length  of  haul  increases,  the  ratio  of  this  class  of  expenditures 
decreases. 


«It  is  understood  that  no  forfnal  exclusion  of  duplicate  tonnage  is  made  by  Prus¬ 
sian  statistics.  To  the  extent  that  duplication  exists  the  average  haul  of  71.9  miles 
is  too  low  for  purposes  of  comparison  with  conditions  in  this  country.  Such,  how¬ 
ever,  is  the  location  of  Prussian  railways  and  such  the  adjustment  of  Prussian  tariffs 
that  there  is  very  little  duplication  of  tonnage  in  Prussian  reports. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


13 


A  recognition  of  the  services  rendered  by  waterways  is  also  essen¬ 
tial  for  a  proper  determination  of  the  question  whether  or  not  trans¬ 
portation  rates  in  Prussia  are  higher  or  lower  than  transportation  rates 
in  the  United  States,  for  it  is  evident  that  the  relative  significance 
placed  upon  these  two  means  of  transportation  in  the  two  countries 
under  consideration  must  exercise  a  decided  influence  upon  the  aver¬ 
age  or  basal  railway  rates.  It  may  be  that  the  average  charge  per 
transportation  unit  is  lower  in  Prussia  than  in  the  United  States,  while 
at  the  same  time  the  average  charge  for  transportation  by  rail  is 
higher,  a  result  due  to  the  relatively  greater  amount  of  service  ren¬ 
dered  by  water  transportation.  In  both  countries  transportation  by 
water  is  cheaper  than  transportation  b}^  land.  A  pertinent  conclusion 
upon  this  point  calls  fora  broader  basis  of  comparison  than  the  simple 
comparison  of  the  average  rate  per  ton  per  mile  for  goods  carried  by 
rail,  all  kinds  and  classes  of  goods  being  included  in  the  average;  a 
comparison  which,  under  the  existing  conditions  of  statistical  publica¬ 
tion  in  the  two  countries,  can  not  be  made. 

As  further  bearing  upon  the  question  of  the  relative  adjustment  of 
railway  rates  in  Prussia  and  in  the  United  States,  there  is  next  intro¬ 
duced  a  comparison  of  rates  for  selected  commodities  and  selected  dis¬ 
tances.  For  the  most  part,  the  rates  selected  for  the  United  States 
pertain  to  Group  II — that  is,  substantially,  the  States  of  New  York, 
Pennsylvania,  New  Jersey,  Delaware,  and  Maryland.  This  territory 
was  selected  because  in  many  respects  it  is  similar  to  the  territory 
occupied  by  the  Prussian  lines,  as  may  be  read  from  the  following 
statement  of  facts: 


Comparative  statement  of  certain  data  relative  to  Group  II  in  the  United  States  and  the 
territory  occupied  by  the  Prussian- Hessian  railways  in  Germany. 


Item. 

United  States, 
Group  II,  1903. 

Prussia,  1903. 

Miles  of  railway . . 

22,  759 
5, 518, 882, 904 
47,127,274,771 
$98, 990, 339 
$318, 063,  758 
108, 062 
17,496, 148 

19  915 
9,  326, 884’  905 
16, 709, 000, 000 
$96, 309, 000 
$205,  590, 282 
134,582 
35, 600, 000 

Passenger  mileage . . . 

Freight  mileage . 

Passenger  revenue . 

Freight  revenue . ‘ .  . 

Populationa . 

a  Estimated  from  census  of  1900. 


The  comparative  tables  submitted  are  of  two  kinds.  In  the  first  set 
will  be  found  a  statement  of  the  distances  between  selected  points  in 
Group  II,  a  statement  of  the  conditions  under  which  shipments  can  be 
made  of  the  commodity  in  question,  a  statement  of  the  aggregate  pay¬ 
ment  for  the  unit  of  transportation,  and  of  the  resulting  rate  per  ton 
per  mile.  Against  these  selected  routes  is  placed  a  statement  of  what 
it  would  cost  upon  the  Prussian  railways  to  move  the  same  commodity 
the  same  distance  according  to  Prussian  tariffs.  This  comparison  is 
favorable  to  American  tariffs  for  the  reason  that  the  rates  quoted  are, 
for  the  most  part,  from  commodity  tariffs,  while  the  Prussian  rates 
are  those  made  up  from  the  “normal”  rather  than  the  “exceptional” 
schedule.  In  this  set  of  comparisons  the  distances,  it  will  be  observed, 
are  in  correspondence.  A  second  set  of  comparisons  is  submitted 
which  selects  points  between  which  freight  is  moved  in  Prussia  as 
well  as  in  the  United  States,  in  which  case  the  distances  do  not  corre¬ 
spond,  but  the  selection  has  been  made  with  the  intention  of  making  a 
fair  comparison. 


14 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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CLASS  A.— A  COMPARISON  OF  RATES  FOR  SELECTED  DISTANCES— Continued. 


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DIGEST  OF1  HEARINGS  ON  RAILWAY  RATES 


Table  showing  for  the  commodities  named  a  comparison  between  the  freight  tariffs  of 
certain  American  railways  and  those  of  the  Prussian- Hessian  railivays. 

CLASS  B.— A  COMPARISON  OF  RATES  FOR  SELECTED  ROUTES. 


Item. 


BITUMINOUS  COAL. 

American  railways. 

From  Cumberland,  Md.,  to  Washington,  D.  C . 

From  Cumberland,  Md.,  to  Baltimore,  Md . 

From  Cumberland,  Md.,  to  Jersey  City,  N.  J . 

From  Cumberland,  Md.,  to  Buffalo,  N.  Y . 

From  Cumberland,  Md.,  to  Chicago,  111 . 

From  Clearfield,  Pa.,  to  Buffalo,  N.  Y . 

From  Clearfield,  Pa.,  to  Jersey  City,  N.  J . 

From  Clearfield,  Pa.,  to  Boston,  Mass . 

From  Quinnimont,  W.  Va.,  to  Washington,  1).  C.. 
From  Quinnimont,  W.  Va.,  to  Newport  News,  Va. . 
From  Quinnimont,  W.  Va.,  to  Chicago,  Ill . 

Prussian- Hessian  railways. 

From  Kehl,  Baden,  to  Pino,  Italy . 

From  Saarbrucken,  Prussia,  to  Pino,  Italy . 

From  Sulzbach,  Prussia,  to  Chiasso,  Italy . 

From  Frankfurtam  Main,  Prussia,  to  Chiasso,  Italy 

From  Kalscheuren,  Prussia,  to  Pino,  Italy . 

From  Dudweiller,  Prussia,  to  Peri,  Italy . 

From  Dahlhausen,  Prussia,  to  Pino,  Italy . 

From  Essen,  Prussia,  to  Chiasso,  Italy . 

From  Helmstadt,  Prussia,  to  Peri,  Italy . 

From  Bochum,  Prussia,  to  Peri,  Italy . 

From  Petershain,  Prussia,  to  Chiasso,  Italy . 

RAW  WOOL  (COMPRESSED  BALES). 
American  railways. 

From  Acton,  Mass.,  to  Boston,  Mass . 

From  Fitchburg,  Mass.,  to  Boston,  Mass . 

From  Shelburne  Falls,  Mass.,  to  Boston,  Mass . 

From  Conway,  Mass.,  to  Boston,  Mass . 

From  Pittsfield,  Mass.,  to  New  York,  N.  Y . 

From  Boston,  Mass.,  to  Bristol,  Pa . 

From  Boston,  Mass.,  to  Camden,  N.  J . 

From  Boston,  Mass.,  to  Auburn.  N,  Y . 

From  Boston,  Mass.,  to  Rochester,  N.  Y . 

From  Providence,  R.  I.,  to  Fulton,  N.  Y . 

Prussian- Hessian  railways. 

From  Pino,  Italy,  to  Mannheim.  Prussia . 

From  Chiasso,  Italy,  to  Mannheim,  Prussia . 

From  Chiasso,  Italy,  to  Frankfurt  am  Main,  Prussia 

From  Peri,  Italy,  to  Mannheim,  Prussia . 

From  Pino,  Italy,  to  Coin,  Prussia . 

From  Chiasso,  Italy,  to  COln,  Prussia . 

From  Chiasso,  Italy,  to  Dusseldorf,  Prussia . 

From  Pino,  Italy,  to  Plagwitz,  Prussia . 

From  Peri,  Italy,  to  Duren,  Prussia . 

From  Peri,  Italy,  to  Eupen,  Prussia . 

WOOLEN  YARNS. 

American  railways. 

From  Providence,  R.  I.,  to  East  Longmeadow,  Mass 

From  Boston,  Mass.,  to  Rockville,  Conn . 

From  Boston,  Mass.,  to  Philadelphia,  Pa _ 

From  Boston,  Mass.,  to  Washington,  D.  C _ 

From  Boston,  Mass.,  to  Cumberland,  Md _ 

From  Boston,  Mass.,  to  Pittsburg,  Pa . 

From  Hartford,  Conn.,  to  Jersey  City.  N.  J  .. 
From  Hartford,  Conn.,  to  Philadelphia,  Pa  .. 
From  Hartford,  Conn.,  to  Wilmington,  Del .. 
From  New  London,  Conn.,  to  Cape  May,  N.  J 

«  Full  capacity  of  car. 


Dis¬ 

tance. 

Lot. 

Mininum 
weight  of 
shipment 
for  rate 
named. 

Rate 
per  100 
pounds. 

Aver¬ 
age  rate 
per  ton- 
mile. 

Miles. 

• 

Pounds. 

Cents. 

Cents. 

152 

Carload . 

47, 000 

7.14 

0. 939 

192 

. do . 

47,  000 

6.96 

.725 

351 

. do . 

47,  000 

8.71 

.496 

358 

. do . 

47, 000 

9. 75 

.  545 

618 

. do . 

47,000 

10. 25 

.332 

189 

. do . 

(«) 

8.71 

.922 

307 

. do . 

(a) 

8.  04 

.  524 

549 

. do . 

(«) 

11.61 

.423 

312 

. do . 

33, 600 

7.14 

.458 

369 

. do . 

30,  000 

6.70 

.363 

582 

. do . 

30, 000 

10. 25 

•  352 

296 

Carload . 

22,016 

12.18 

.823 

368 

. do . 

22, 046 

14.54 

.790 

401 

. do . 

22,  046 

15.  86 

.791 

„  444 

. do . 

22, 046 

17.26 

.777 

512 

_ do . 

22,046 

19.18 

.749 

526 

. do . 

22, 046 

20.  59 

.783 

565 

. do . 

22, 046 

20.  94 

.741 

588 

. do . 

22, 046 

21.  90 

.745 

631 

. do . 

22, 046 

22.  95 

.727 

676 

. do . 

22,  046 

24.  35 

.720 

723 

. do . 

22, 046 

27.16 

.751 

23 

Carload . 

20,  000 

6.00 

5.22 

50 

. do . 

20,  000 

8.00 

3.20 

119 

. do . 

20, 0C0 

15.00 

2.  52 

126 

. do . 

20, 000 

12.00 

1.90 

157 

Bale . 

b  500 

15.00 

1.91 

299 

. do . 

b  500 

20.  00 

1.34 

324 

. do . 

b  500 

20.  00 

1.23 

376 

. do . 

ft  500 

20.00 

1.06 

412 

. do . 

b  500 

30.  CO 

1.46 

374 

. do . 

b  500 

20.00 

1.07 

375 

Carload . 

22, 046 

28.  73 

1.53 

402 

. do . 

22,  046 

30.  40 

1.51 

447 

. do . 

22,  046 

33.90 

1.52 

485 

. do . 

22,  046 

40.12 

1. 65 

521 

. do . 

22, 046 

40.03 

1.53 

548 

. do  . . . 

22,046 

41.  96 

1.53 

572 

. do . 

22, 046 

43.80 

1.54 

606 

. do . 

22, 046 

48.88 

1.61 

661 

. do . 

22, 046 

54.05 

1.64 

691 

. do . 

22, 046 

56. 41 

1.63 

100 

Case . 

(«) 

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3.80 

109 

. do . 

«) 

21.00 

3.85 

321 

. do . 

°) 

35.00 

2. 18 

458 

. do . 

T) 

45.00 

1.97 

611 

. do . 

c) 

50.  00 

1.64 

674 

. do . 

c) 

50.00 

1.48 

111 

do . 

(c) 

30.00 

5.41 

204 

. do . 

(c) 

30.00 

2.94 

231 

. do . 

G) 

38.00 

3. 29 

286 

. do . 

(<0 

38.00 

2.66 

About.  c  Not  specified. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


23 


Table  showing  for  the  commodities  named  a  comparison  between  the  freight  tariffs  of  certain 
American  railways  and  those  of  the  Prussian- Hessian  railways — Continued. 


CLASS  B.— A  COMPARISON  OF  RATES  FOR  SELECTED  ROUTES— Continued. 


Item. 


WOOLEN  yarn s — continued . 

Prussian- Hessian  railways. 

From  Saarbrucken,  Prussia,  to  Pino,  Italy . 

From  Mannheim,  Prussia,  to  Chiasso,  Italy . 

From  Frankfurt  am  Main,  Prussia,  to  Chiasso,  Italy 
From  Frankfurt  am  Main,  Prussia,  to  Peri,  Italy. . 

From  Gera,  Prussia,  to  Pino,  Italy . 

From  Munster,  Prussia,  to  Pino,  Italy . 

From  Osnabruck,  Prussia,  to  Chiasso,  Italy . 

From  Emden,  Prussia,  to  Pino,  Italy . 

From  Hamburg,  Prussia,  to  Chiasso,  Italy . 

From  Breslau,  Prussia,  to  Chiasso,  Italy . 

COTTON  YARNS. 

American  railways. 

From  Woonsocket,  R.  I.,  to  Fitchburg,  Mass . 

From  New  York,  N.  Y.,  to  Great  Barrington,  Mass. 

From  Taunton,  Mass.,  to  Newark,  N.  J . 

From  Taunton,  Mass.,  to  Philadelphia,  Pa . 

From  Taunton,  Mass.,  to  Norristown,  Pa . 

From  Holyoke,  Mass.,  to  Manayunk,  Pa . 

From  Darlington,  R.  I.,  to  Philadelphia,  Pa . 

From  Providence,  R.  I.,  to  Camden,  N.  J . 

From  Providence,  R.  I.,  to  Chester,  Pa . 

From  Providence,  R.  I.,  to  Florence,  N.  J . 

Prussian- Hessian  railways. 

From  Crefeld,  Prussia,  to  Barmen,  Prussia . 

From  Crefeld,  Prussia,  to  Boenen,  Prussia . 

From  Crefeld,  Prussia,  to  Birlefeld,  Prussia . 

From  Crefeld,  Prussia,  to  Detmold,  Prussia . 

From  Crefeld,  Prussia,  to  Friedland,  Prussia . 

From  Crefeld,  Prussia,  to  Altona,  Prussia . 

From  Crefeld,  Prussia,  to  Gluckstadt,  Prussia . 

From  Crefeld,  Prussia,  to  Eutin,  Prussia . 

From  Crefeld,  Prussia,  to  Friedrichstadt,  Prussia. . 
From  Crefeld,  Prussia,  to  Dahler-Ostenby,  Prussia. 

COFFEE. 

American  railways. 

From  New  York,  N.  Y.,  to  Middletown,  N.  Y . 

From  New  York,  N.  Y.,  to  Wilmington,  Del . 

From  New  York,  N.  Y.,  to  Carbondale,  Pa . 

From  New  York,  N.  Y.,  to  Boston,  Mass . 

From  New  York,  N.  Y.,  to  Erie,  Pa . 

From  New  York,  N.  Y.,  to  Youngstown,  Ohio . 

From  Buffalo,  N.  Y.,  to  Oswego,  N.  Y . 

From  Buffalo,  N.  Y.,  to  Carbondale,  Pa . 

From  Philadelphia,  Pa.,  to  Corning,  N.  Y . 

From  Philadelphia,  Pa.,  to  Lyons,  N.  Y . 

Prussian- Hessian  railways. 

From  Hamburg,  Germany,  to  Immelborn,  Prussia. 
From  Hamburg,  Germany,  to  Meiningen,  Prussia. . 
From  Hamburg,  Germany,  to  Grimmenthal,  Prus¬ 
sia  . 

From  Hamburg,  Germany,  to  Hildburghausen, 

Prussia . 

From  Hamburg,  Germany,  to  Veilsdorf,  Prussia  . . . 

From  Hamburg,  Germany,  to  Eisfeld,  Prussia . 

From  Hamburg,  Germany,  to  Huettensteinach, 

Prussia . 

From  Hamburg,  Germany,  to  Sonneberg,  Prussia. . 

From  Hamburg,  Germany,  to  Coburg,  Prussia . 

From  Hamburg,  Germany,  to  Lauscha,  Prussia — 


Dis¬ 

tance. 

Lot. 

Minimum 
weight  of 
shipment 
for  rate 
named. 

Rate 
per  100 
pounds. 

Aver¬ 
age  rate 
per  ton- 
mile. 

368 

Half  carload. 

11,023 

39.95 

2.17 

402 

. do . 

11,023 

43. 80 

2.18 

447 

. do . 

11,023 

47. 92 

2. 14 

511 

. do . 

11.023 

53.  09 

2.08 

567 

. do . 

11,  023 

61.06 

2. 15 

613 

. do . 

11,023 

62.37 

2.  04 

671 

. do . 

11,023 

68. 42 

2.04 

712 

. do . 

11,023 

71.48 

2.  01 

770 

. do . 

11,023 

77.53 

2.01 

813 

. do . 

11, 023 

84.18 

2.07 

53 

Case . 

(a) 

15.  00 

5.  66 

129 

. do . 

A) 

17.00 

2.  64 

213 

_ -do . 

(a) 

18.00 

1.69 

302 

. do . 

(“) 

18.00 

1.19 

319 

. do . 

(a) 

18. 00 

1.13 

239 

. do . 

a) 

21.00 

1.76 

276 

. do . 

(«) 

20.  00 

1.45 

281 

. do . 

(a) 

18.00 

1.28 

251 

. do . 

(a) 

18.00 

1.43 

299 

. do . 

(«) 

18.00 

1.20 

37 

Half  carload 

11,023 

5.  94 

3.21 

62 

. do . 

11,023 

9.29 

3.00 

105 

. do . 

11,023 

14.36 

2.  74 

131 

. do . 

11, 023 

17.  39 

2.  65 

197 

. do . 

11,023 

25.06 

2.54 

242 

. do . 

11,023 

30.  35 

2.  51 

272 

. do . 

11,023 

33.80 

2.49 

303 

. do . 

11,023 

37.  48 

2.47 

330 

. do . 

11, 023 

40. 61 

2.46 

378 

. do . 

11,023 

46.12 

2.44 

67 

Carload . 

30, 000 

15.  00 

4.48 

118 

. do . 

30,  000 

10.  00 

1.69 

199 

. do . 

30, 000 

15.00 

1.51 

217 

. do . 

30, 000 

15.  00 

1.38 

499 

. do . 

24,  000 

18.00 

.72 

509 

. do . 

24,  000 

18.  00 

.71 

175 

. do . 

30, 000 

13.  50 

1.54 

271 

. do . 

30, 000 

16.00 

1.18 

278 

. do . 

30, 000 

15.00 

1.08 

329 

. do . 

30, 000 

15.  00 

.91 

273 

Carload . 

22, 046 

27.76 

2.03 

291 

. do . 

22, 046 

27.  76 

1.91 

296 

. do . 

22, 046 

28.  30 

1.91 

313 

. do . 

22, 046 

29. 16 

1.86 

316 

. do . 

22, 046 

29.16 

1.85 

321 

. do . 

22,046 

29.16 

1.82 

332 

. do . 

22, 046 

30.78 

1.85 

332 

. do . 

22, 046 

30.46 

1.83 

334 

. do . 

22,  046 

29.16 

1.75 

341  1 

. do . 

22, 046 

31.64 

1.86 

a  Not  specified. 


24 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Table  showing  for  the  commodities  named  a  comparison  between  the  freight  tariffs  of 
certain  American  railways  and  those  of  the  Prussian- Hessian  railways  —Continued. 

CLASS  B.— A  COMPARISON  OF  RATES  FOR  SELECTED  ROUTES— Continued. 


Item. 


TOBACCO  (UNMANUFACTURED). 

American  railways. 

From  Windsor,  Conn.,  to  Westfield,  Mass . 

From  Asylum,  Va.,  to  Baltimore,  Md . 

From  Rowletts,  Ky.,  to  Cincinnati,  Ohio . 

From  Lacrosse,  Va.,  to  Baltimore,  Md . 

From  Lacrosse,  Va.,  to  Philadelphia,  Pa . 

From  Lacrosse,  Va.,  to  New  York,  N.  Y . 

From  Mitchellville,  Tenn.,  to  Cincinnati,  Ohio... 

From  Maplewood,  Tenn.,  to  Cincinnati,  Ohio - 

From  Burgess,  Va.,  to  New  York,  N.  Y . 

From  Boston,  Mass.,  to  Richmond,  Va . 

Prussian- Hessian  railways. 

From  Mannheim,  Prussia,  to  Pino,  Italy . 

From  Darmstadt,  Prussia,  to  Pino,  Italy . 

From  Darmstadt,  Prussia,  to  Chiasso,  Italy . 

From  Frankfurt  amMain,  Prussia,  to  Chiasso,  Italy 
From  Frankfurt  am  Main,  Prussia,  to  Peri,  Italy . . 
From  Hannover  North,  Prussia,  to  Pino,  Italy. . . . 
From  Hannover  North,  Prussia,  to  Chiasso,  Italy. 

Frem  Bremen,  Prussia,  to  Pino,  Italy . 

From  Altona,  Prussia,  to  Peri,  Italy . 

From  Emden  Harbor,  Prussia,  to  Peri,  Italy . 


Dis¬ 

tance. 

Lot. 

Minimum 
weight  of 
shipment 
for  rate 
named. 

Rate 
per  100 
pounds. 

Aver¬ 
age  rate 
per  ton- 
mile. 

29 

Hogshead  ... 

(«) 

9. 00 

6. 21 

182 

. do . 

(«) 

26.00 

2.86 

189 

. do . 

(«) 

33.00 

3.  49 

236 

. do . 

(«) 

30.00 

2.54 

331 

. do . 

(“) 

32.00 

1.93 

421 

. do . 

(«) 

32.00 

1.52 

254 

. do . 

(«) 

38.00 

2. 99 

294 

. do . 

(«) 

26.  00 

1.77 

371 

. do . 

(a) 

32.00 

1.73 

574 

. do . 

(«) 

25.00 

.87 

375 

Half  carload. 

15, 432 

32.59 

1.74 

401 

. do . 

11,023 

34.86 

1.74 

428 

. do . 

11,023 

37.14 

1.74 

447 

. do . 

11,023 

38.  72 

1.73 

511 

. do . 

15, 432 

40. 21 

1.57 

635 

. do . 

11, 023 

54. 66 

1.72 

662 

. do . 

15, 432 

56.94 

1.72 

705 

. do . 

11,023 

50.  63 

1.44 

760 

. do . 

11, 023 

57. 29 

1.51 

802 

. do . 

11, 023 

60.36 

1.51 

a  Not  specified. 


Quite  a  number  of  distinct  impressions  are  derived  from  a  study  of 
the  above  tables.  In  the  lirst  place  it  is  observed  that  the  Prussian 
rates  are  much  more  regular  and  uniform  than  American  rates,  thus 
showing  that  they  are  not  exposed  to  the  influence  of  temporary 
changes  of  commercial  conditions  or  to  the  passing  demands  of  shippers 
or  localities.  The  degree  of  uniformity  disclosed  indicates  that  com¬ 
mercial  conditions  in  Prussia  are  supposed  to  adjust  themselves  to 
railway  tariffs  rather  than  railway  tariffs  to  industrial  conditions, 
except  it  be  that  the  industrial  conditions  which  call  for  a  departure 
from  the  rule  of  uniformity  are  of  a  permanent  character.  Which  of 
these  two  policies  is  preferable,  and  whether  stability  of  railway  tariffs 
or  what  railway  advocates  in  this  country  call  elasticity  of  railway 
tariffs  is  preferable,  is  again  a  question  of  judgment,  and  for  this  reason 
is  excluded  from  further  consideration. 

A  second  impression  left  by  a  study  of  the  above  tables  is  that  fora 
distance  not  exceeding  the  average  haul  on  Prussian  railways  the  Prus¬ 
sian  rates  are  lower  than  the  American  rates,  but  that  for  long  hauls 
the  American  rates  are  lower  than  the  Prussian  rates. 

Whether  or  not  Prussian  railways  place  too  great  emphasis  upon 
the  short-haul  as  compared  with  the  long-haul  traffic  is  a  question  to 
be  decided  in  view  of  Prussian  conditions,  a  remark  equally  applicable 
should  the  question  be  raised  with  regard  to  American  railway  tariffs. 
The  fact  that  Prussian  railways  are  not  administered  according  to 
American  ideas  is  not  conclusive  in  support  of  the  proposition  that 
Prussian  tariffs  do  not  adjust  themselves  to  the  needs  of  the  German 
people. 

.  Are  Prussian  rates  stationary? — The  criticism  implied  in  this  ques¬ 
tion,  as  it  was  discussed  before  the  committee,  submits  itself  in  two 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


25 


forms — the  one  that  Government  rates  are  inelastic,  the  other  that  the 
local  interests  involved  in  the  change  of  a  rate  will  be  a  permanent  bar 
to  their  reduction.  The  criticism  of  inelasticit}^  involves  a  fundamen¬ 
tal  and  controverted  point  in  railway  economics.  To  what  extent  is 
elasticity  in  railway  tariffs  desirable? 

Ought  railway  tariffs  to  be  adjusted  to  commercial  conditions  or  com¬ 
mercial  conditions  to  railway  tariffs?  Is  the  policy  which  accepts  the 
volume  of  traffic  as  a  final  test  of  the  wisdom  of  railway  administration 
a  satisfactory  polic}^  or  ought  the  further  question  to  be  asked,  whether 
or  not  any  portion  of  the  traffic  is  superfluous  and  operates  as  an 
obstacle  to  the  healthful  distribution  of  commerce  and  industry?  This 
is  no  place  for  a  discussion  of  such  questions  of  general  policy,  but 
their  statement  makes  it  evident  that  the  degree  of  stability  shown  by 
Prussian  railway  tariffs  is  not  final  as  a  criticism  upon  Prussian  admin¬ 
istration  or  as  an  aigument  against  governmental  supervision. 

The  claim  that  rates  have  not  fallen  in  Prussia  under  governmental 
administration  does  not  seem  to  find  adequate  support.  How  the  rates 
actually  were  reduced  in  various  directions  is  shown  in  the  following- 
tables  for  especially  important  commodities: 

I.  COAL  AND  COIvE. 


Stations. 

Rate  per  metric 
ton. 

Reduc¬ 

tion 

in  1903  as 
com¬ 
pared 
with  1879. 

1 

| 

Stations. 

Rate  per  metric 
ton. 

Reduc¬ 

tion 

in  1903  as 
com¬ 
pared 
with  1879. 

1879. 

1903. 

1879. 

1903. 

(a)  RUHR  TERRI- 

(C)  LOWER  SILESIAN 

TORY,  a 

TERRITORY. c 

Marks. 

Marks. 

Per  cent. 

Marks. 

Marks. 

Per  cent. 

Essen-Hamburg _ 

7.6 

5.6 

26.0 

Waldenburg-Ber- 

Essen-Magdeburg. . 

10.0 

8.6 

14.0 

lin . 

7.78 

7.  35 

5.0 

Essen-Berlin . 

11.5 

10.3 

10.4 

Waldenburg-Gor- 

Essen-Cologne . 

3.2 

2.4 

25.  0 

litz . 

4.05 

3. 55 

12.0 

Essen-Siegen . 

4.5 

3.8 

15.6 

Walden  burg-Dres- 

6.  73 

5. 98 

11.0 

Oberhausen-Wesel . 

1.61 

1.3 

19.0 

den . 

(1884) 

Bochum-Siegen,  for 

4.0 

3.1 

22.5 

Waldenburg-Bres- 

foundries . 

(1883) 

lau . 

3. 10 

2.32 

25.2 

Bochum-Esch,  for 

8.  69 

7.6 

12.5 

Waldenburg-Bunz- 

foundries . 

(1881) 

lau . 

4.30 

3.32 

22.  8 

( b )  UPPER  SILESIAN 

( d )  SAAR  TERRI- 

TERRITORY,  b 

TORY.d 

Konigshutte-Bres- 

Louisenthal-M  e  tt- 

lau . 

6.76 

4.53 

33.0 

lach . 

2.2 

1.6 

27.0 

Konigshutte-S  t  e  t- 

Louisenthal-Trier. . 

3.0 

2.5 

17.0 

tin . 

11. 10 

7.53 

32.  2 

Neunkirchen- 

Kon  igsh  u  tt  e  -  B  e  r  - 

Binge rbruck 

lin . 

11.65 

10. 52 

9.7 

(through  rate)... 

3.1 

2.  85 

8.0 

Konigshutte-Ko- 

nigsberg  . 

15.  90 

10.81 

32.0 

Konigshutte-  Posen 

9.30 

7. 46 

19.8 

Chorzow  -  K  r  e  u  z  - 

burg  (O.  S.) . 

5.00 

2.  99 

40.2 

Chorzow-Ostrowo . . 

8. 50 

4. 91 

42.2 

• 

II.  IRON  ORES. 


S  t  e  1 1  i  n-K  o  n  i  g- 

Marks. 

Marks. 

Per  cent. 

Niedersch  el  d  en- 

Marks. 

Marks. 

Per  cent. 

shutte . 

D  a  n  z  i  g-K  o  n  i  g- 

12.4 

7.10 

43.0 

Bochum . 

Dillenburg-Boch- 

3.7 

2.3 

38.0 

shutte . 

Schmiedeberg- 

13.6 

7. 6 

44.0 

um . 

Hayin  g  e  n-B  o  c  h- 

4.7 

2.9 

38.0 

Konigshutte . 

8.0 

5.0 

37.5 

um . 

Esch-Bochum . 

8.1 

8.1 

*  . 

5.4 

5.3 

33.0 

34.0 

a  In  the  same  time  the  production  of  coal  in  the  Ruhr  territory  increased  from  20,309,311  metric  tons 
to  65,583,430  metric  tons,  an  increase  of  222.9  per  cent. 
b  The  output  rose  from  8,909,903  metric  tons  to  25,265,147  metric  tons,  an  increase  of  183.5  per  cent. 
cThe  output  rose  from  2,287,084  metric  tons  to  4,920,180  metric  tons,  an  increase  of  115.1  per  cent. 
dThe  coal  production  rose  from  4,558,832  metric  tons  to  10,144,065  metric  tons,  an  increase  of  122.5 
per  cent. 


2G 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


III.  PIG  IRON. a 


Stations. 

Rate  per  metric 
ton. 

Reduc¬ 

tion 

in  1903  as 
com¬ 
pared 
with  1879. 

Stations. 

Rate  per  metric 
ton. 

Reduc¬ 

tion 

in  1903  as 
com¬ 
pared 
with  1879. 

1879. 

1903. 

1879. 

1903. 

Marks. 

Marks. 

Per  cent. 

Marks. 

Marks. 

Per  cent. 

Konigshutte-Berlin 

12.2 

9.7 

b  20. 0 

Bochum-Berlin _ 

12.1 

9.5 

b  21.0 

Konigshutte-Bre  s  - 

Bochum-Dussel- 

lau . 

5.2 

3.4 

b  35. 0 

dorf . 

2.5 

1.8 

28.0 

Konigshutte-S  t  e  t- 

Bochum-Coln . 

3.6 

3.1 

14.0 

tin . 

12.4 

9.9 

b  20.  0 

Bochum- Hamburg 

9.2 

7.4 

b  19.  0 

Konigshutte-  Posen 

8.4 

6.1 

b  27.  0 

. do . 

9.2 

8.3 

c  10. 0 

IV.  POTASH. d 


Stations. 

Rate  per  metric  ton. 

Reduc¬ 
tion  in 
1903  as 
compared 
with  1882. 

1882. 

1903. 

Marks. 

Marks. 

Per  cent. 

Stassfurt-Stettin  ... 

7.90 

5. 52 

30.0 

Stassfurt-Posen _ 

10.  60 

6.80 

36.0 

Stassfurt-Bromberg 

12.30 

7.44 

40.0 

Stassf  urt- A 11  enstein 

16.90 

9.04 

47.0 

Stations. 

Rate  per  metric  ton. 

Reduc¬ 
tion  in 
1903  as 
compared 
with  1882. 

1882. 

1903. 

Marks. 

Marks. 

Per  cent. 

Stassfurt-Hannover 

5.10 

3. 60 

29.0 

Stassfurt-Munster  . 

8. 80 

6.24 

29.0 

Stassfurt-Trier . 

13.80 

8.00 

42.0 

V.  THOMAS  SLAG. 


Stations. 

Rate  per  metric  ton. 

Reduc¬ 
tion  in 
1903  as 
compared 
with  1882. 

Stations. 

Rate  per  metric  ton. 

Reduc¬ 
tion  in 
1903  as 
compared 
with  1882. 

1882. 

1903. 

1882. 

1903. 

Marks. 

Marks. 

Per  cent. 

Marks. 

Marks. 

Per  cent. 

Oberhausen-M  a  g  - 

+ 

Oberhausen-Posen 

18. 40 

11.44 

38.0 

deburg . 

10. 00 

7.2 

28.0 

Oberhausen-Allen- 

Oberhausen-Stettin 

15.80 

10.0 

37.0 

stein . 

24.70 

14.56 

41.0 

VI.  FERTILIZERS  (LIME  PRODUCTS). 


Stations. 

Rate  per  metric 
ton. 

Reduc¬ 
tion  in 
1903  as 
com¬ 
pared 
with  1879. 

Stations. 

Rate  per  metric 
ton. 

Reduc¬ 
tion  in 
1903  as 
com¬ 
pared 
with  1879. 

1879. 

1903. 

1879. 

1903. 

Gogol  in-Lo  wen _ 

Gogolin-Brieg . 

Marks. 

2.60 

3.20 

Marks. 

1.44 

1.92 

Per  cent. 
44.6 
40.0 

Gogolin-Breslau . . . 
Gogolin- Posen . 

Marks. 
4.80 
9. 30 

Marks. 

2.32 

4.24 

Percent. 

52.0 

cd.O 

«The  production  of  pig  iron  in  Germany  rose  from  2,226,587  metric  tons  (1879)  to  10,017,901  metric 
tons  (1903) ,  an  increase  of  349.9  per  cent.  Germany  now  produces  more  pig  iron  than  England,  which 
it  has  surpassed  for  many  years  in  the  output  of  steel.  The  price  for  steel  rails  for  the  State  railways 
fell  from  an  average  price  of  143  M  (1879)  to  116  M  (1903),  a  decrease  of  18.9  per  cent. 
b  Foundry  and  pig  iron. 
c  Seaport  tariff. 

rfThe  carriage  of  potash  rose  from  661,673  metric  tons  (1879)  to  3,630,964  metric  tons  (1903),  an 
increase  of  448.8  per  cent. 


As  further  bearing  upon  the  question  of  the  stability  of  Prussian 
railway  rates  there  is  next  inserted  a  table  for  the  years  1886  to  1904, 
inclusive,  showing  the  tonnage,  ton-mileage,  average  haul,  freight 
receipts,  and  rates  per  ton  per  mile  for  the  four  general  classes  of 
freight  as  indicated  in  the  table  on  pages  6  and  7.  It  was  not  found 
practicable  to  press  this  comparison  back  of  the  year  1886  on  account 
of  certain  changes  in  classification  and  other  modifications  which  took 
place  at  that  time. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES 


27 


Table  showing  amounts  and  distribution  of  f  reight  traffic  of  the  Prussian- Hessian  railways 

for  the  years  1904  to  1886  inclusive. 

FAST  FREIGHT  AND  EXPRESS  FREIGHT  CARRIED  UNDER  NORMAL  TARIFF. 


Freight  transportation. 

Freight  revenue. 

Year  ended 
March  31 — 

Tons  (2,000 
pounds 
each). 

Ton-miles. 

Average 

haul. 

Amount. 

Per  cent 
of  total. 

Averag 

Per  ton. 

je  rate. 

Per  ton- 
mile. 

Miles. 

Dollars. 

Cents. 

1904 . 

2,194,000 

161,604,000 

73.6 

$9, 018, 562 

4.00 

4.11 

5.58 

1903 . 

1,965,000 

146, 678, 000 

74.6 

8, 102, 047 

3.94 

4.12 

5.52 

1902 . 

1,634,000 

122, 139,  000 

74.7 

7, 119, 827 

3.61 

4.36 

5. 83 

1901 . 

1,526, 000 

121,177,000 

79.4 

7, 161,  375 

3.47 

4.69 

5.91 

1900 . 

708, 000 

65, 935, 000 

93.1 

5, 021,440 

2.  54 

7.09 

7.  62 

1899 . 

689,  000 

65, 190, 000  ' 

94.6 

5, 020, 903 

2. 69 

7.29 

7.70 

1898 . 

634,000 

59,151,000 

93.3 

4, 742,  222 

2.  71 

7.48 

8.02 

1897 . 

544, 000 

51, 612, 000 

94.9 

4, 150, 160 

2.54 

7.  63 

8.04 

1896 . 

525, 000 

48,  415, 000 

92.2 

3,991,057 

2.57 

7.60 

8.24 

1895 . 

467,  000 

42,  578,  000 

91.2 

3, 554, 833 

2.47 

7.61 

8.  35 

1894 . 

441,000 

39, 606, 000 

89.8 

3, 332, 215 

2.36 

7.56 

8.41 

1893 . 

431,000 

38, 581, 000 

89.5 

3, 227,  541 

2.38 

7.  49 

8.  37 

1892 . 

403, 000 

37,  209, 000 

92.3 

3, 098, 123 

2.33 

7.69 

8.33 

1891 . 

399,  000 

36,  712, 000 

92.0 

3, 083,  858 

2. 38 

7.73 

8. 40 

1890 . 

381, 000 

35,  968, 000 

94.4 

2, 992, 254 

2.  32 

7. 85 

8. 32 

1889 . 

362,  000 

33,  236, 000 

91.8 

2,  782, 616 

2.  33 

7.69 

8.37 

1888 . 

364, 000 

32,  983,  000 

90.6 

2,  778,  280 

2.51 

7.63 

8.42 

18S7 . 

374, 000 

34,  952, 000 

93.5 

2,876,292 

2.  79 

7.69 

8. 23 

1886 . 

384, 000 

33,443,000 

87.1 

2,  726,  647 

2.75 

7.10 

8.15 

ORDINARY  FREIGHT  CARRIED  UNDER  NORMAL  TARIFF. 


Miles. 

Dollars. 

Cents. 

1904 . 

98,  032, 000 

6,  215, 952,  000 

63.4 

|107,  289, 020 

47.61 

1.09 

1.73 

1903 . 

90, 134, 000 

5, 744,  888,  000 

63.7 

99,173,261 

48.24 

1.10 

1.73 

1902 . 

86, 925, 000 

5,  534,  236,  000 

63.7 

95, 812, 389 

48.57 

1.10 

1.73 

1901 . ' . 

89, 720, 000 

5, 897, 008,  000 

65.7 

100, 990, 410 

49. 00 

1.13 

1.71 

1900 . 

88, 438, 000 

5, 824, 429, 000 

65.9 

101,041,638 

51.07 

1.14 

1.73 

1899 . 

81,558,000 

5, 375.  617, 000 

65.9 

95, 468, 169 

51.11 

1.17 

1.78 

1898 . 

72, 447, 000 

4, 957, 956,  000 

68.4 

89, 812, 198 

51.35 

1.24 

1.81 

1897 . 

89,  312,  000 

6, 739, 518, 000 

75.  5 

104,611,779 

63.  91 

1.17 

1.55 

1896 . 

83,971,000 

6, 393, 495, 000 

76.1 

99, 555,  710 

64. 23 

1.19 

1.56 

1895 . 

74, 336, 000 

5, 622,  717,  000 

75.  6 

87,  957,  316 

61.21 

1.18 

1.56 

1894 . 

70, 364, 000 

5, 467, 609, 000 

77.7 

84,  681,  619 

59.  94 

1.20 

1.55 

1893 . 

70, 109, 000 

5, 445, 329, 000 

77.7 

81, 078,  977 

62. 09 

1.20 

1.54 

1892 . 

68,  642, 000 

5, 277, 210, 000 

76.9 

79,  509, 412 

59.90 

1.16 

1.51 

1891 . 

66, 557,  000 

5, 187, 240, 000 

77.9 

78,  844, 961 

60.  84 

1.18 

1.52 

1890 . 

71,101,000 

5, 395, 288, 000 

75.9 

80,  696,  873 

62.  69 

v  1. 13 

1.50 

1889 . 

61,239,000 

4,  658, 287, 000 

76.1 

71,730,471 

60. 01 

1.17 

1.54 

1888 . 

54,567,000 

4, 114,  087, 000 

75.4 

65,113,886 

58.95 

1.19  ■ 

1.58 

1887 . 

51,  708, 000 

3,  633,127,000 

70.3 

59, 823,  861 

58.00 

1.16 

1.65 

1886 . 

40, 439, 000 

2, 844, 968, 000 

70.4 

50, 841,247 

51.33 

1.26 

1.79 

FREIGHT  CARRIED  UNDER  EXCEPTIONAL  TARIFFS. 


Miles. 

Dollars.  ■ 

Cents. 

1904 . 

156,392,000 

11,909,664,000 

76.2 

$109, 036, 405 

48.  39 

0.70 

0. 92 

1903 . 

140, 442, 000 

10, 817, 476, 000 

77.0 

98,314,974 

47.  82 

.70 

.91 

1902 . 

132,445,000 

10,321,044,000 

77.9 

94,321,716 

47.82 

.71 

.91 

1901 . 

135, 480, 000 

10, 825,  908, 000 

79.9 

97, 967,  768 

47.53 

.72 

.90 

1900 . 

128,  774, 000 

10, 140,946,000 

78.7 

91,796,105 

46.  39 

.71 

.91 

1899 . 

121,051,000 

9, 382, 037, 000 

77.5 

86, 305,  039 

46. 20 

.71 

.92 

1898 . 

117,799,000 

8, 606, 180, 000 

73.1 

80, 356,  957 

45.  94 

.68 

.93 

1897 . 

85, 276,  000 

5, 725,  955, 000 

67.1 

54, 927,  603 

33.  55 

.64 

.96 

1896 . 

77, 162, 000 

5,414,814,000 

70.2 

51,454,552 

33.  20 

.67 

.95 

1895 . 

75, 224, 000 

5, 320,  929, 000 

70.7 

52, 197,  736 

36.32 

.69 

.98 

1894 . 

72, 263,  000 

5, 370,  328, 000 

74.3 

53, 255, 755 

37.  70 

.74 

.99 

1893 . 

67, 123,  000 

4,824, 438, 000 

71.9 

48,104,371 

35.  53 

.72 

1.00 

1892 . 

67, 255, 000 

4,801,102,000 

71.4 

50, 146, 071 

37.77 

.75 

1.04 

1891 . 

64,117,000 

4, 598, 828, 000 

71.7 

47,  670,  408 

36.78 

.74 

1.04 

1890 . 

57, 403, 000 

4,298,  087, 000 

74.9 

45, 059, 946 

34.99 

.79 

1.  05 

1889 . 

57, 989,  000 

4,346,212,000 

74.9 

45, 016,  792 

37.66 

.78 

1.04 

1888 . . . 

54, 195, 000 

4,134,714,000 

76.3 

42, 577,  602 

38.  54 

.79 

1.03 

1887 . 

49, 260, 000 

4,043,170,000 

82. 1 

40, 456, 126 

39.  21 

.82 

1.00 

1886 . 

54, 424, 000 

4, 564, 923, 000 

83.9 

45, 483,  590 

45.  92 

.84 

1.00 

28 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


TOTALS  FOR  ALL  FREIGHT  CARRIED,  EXCLUDING  CATTLE,  MILITARY,  POST,  AND 

COMPANY  FREIGHT. 


Freight  transportation. 

Freight  revenue. 

Year  ended  March  31 — 

Tons  (2,000 
pounds 
each). 

Average 

haul. 

Average  rate. 

Ton-miles. 

Amount. 

Per  ton. 

Per  ton- 
mile. 

1904  . 

256, 618, 000 
232, 541, 000 
221,004,000 
226, 726, 000 
217, 920, 000 
203, 298, 000 
190, 880,  000 
175, 132, 000 
161,658,000 
150, 027, 000 
143, 068,  000 
137, 663, 000 
136, 300, 000 
131,073,000 
128, 885, 000 
119, 590, 000 
109, 126, 000 
101, 342, 0C0 
95, 247, 000 

18, 287, 220, 000 
16, 709, 042,  000 
15, 977,419,000 
16, 844,  093, 000 
16,031,310, 000 
14, 822,  844, 000 
13, 623,  287, 000 
12,517,085,000 
11,856, 724,000 
10,  986, 224, 000 
10, 877, 543, 000 
10, 308,  348, 000 
10,115, 521,000 
9, 822,  780, 000 
9, 729, 343, 000 
9,037,735,000 
8,281,784,000 
7,711,249, 000 
7,443, 334,000 

Miles. 

71.3 

$225, 343, 987 
205, 590, 282 
197, 253, 932 
206, 119, 553 
197, 859, 183 
186,  794,  111 
174,911,377 
163,719,542 
155, 001,  319 
143, 709,885 
141,269, 589 
135,410, 889 
132, 753,  606 
129, 599, 227 
128,  749, 073 
119,529,879 
110,469,  768 
103, 156, 279 
99,051,484 

Dollars. 

0.88 

Cents. 

1.23 

1903  . 

71.9 

.88 

1.23 

1902  . 

72.3 

.89 

1.23 

1901 . 

74.3 

.91 

1.22 

1900  . 

73.6 

.91 

1.23 

1899  . 

72.9 

.92 

1.26 

1898  . 

71.4 

.92 

1.28 

1897  . 

71.5 

.93 

1.31 

1896  . 

73.3 

.96 

1.31 

1895  . 

73.2 

.96 

1.31 

1894  . 

76.0 

.99 

1.30 

1893  . 

74.9 

.98 

1.31 

1892  . 

74.2 

.97 

1.31 

1891 . 

74.9 

.99 

1.32 

1890  . 

75.5 

1.00 

1.32 

1889  . 

75.6 

1.00 

1.32 

1888  . 

75.9 

1.01 

1.33 

1887  . 

76. 1 

1.02 

1.34 

1886  . 

78.1 

1.04 

1.33 

By  referring  to  the  above  table,  it  appears  that  the  average  rate  per 
ton  per  mile,  all  classes  of  freight  included,  was  1.33  cents  in  1886  and 
1.23  cents  in  1904.  For  fast  freight  and  express  the  rate  per  ton  per 
mile  was  8.15  cents  in  1886  and  5.58  cents  in  1904.  For  freight  car¬ 
ried  under  the  normal  tariffs  the  rate  was  1.79  cents  in  1886,  as  against 
1.73  cents  in  1904.  For  freight  carried  under  exceptional  tariffs  the 
rate  was  1  cent  in  1886,  as  against  0.92  cent  in  1904. 

These  changes  in  the  rate  per  ton  per  mile  are  slight  as  compared 
with  the  corresponding  changes  upon  American  railways.  As  a  par¬ 
tial  explanation  of  this  apparent  stability  in  the  rate,  notwithstanding 
the  many  changes  in  classification  which  transfer  rates  from  a  higher 
to  a  lower  class,  attention  is  called  to  the  change  that  has  taken  place 
in  the  average  haul  for  the  various  classes  of  commodities  named. 
Thus,  the  average  haul  in  1886,  all  classes  of  commodities  being 
included,  was  78.1  miles,  as  against  71.3  miles  in  1904.  The  average 
haul  for  fast  freight  and  express  freight  in  1886  was  87.1  miles,  as 
against  73.6  in  1904.  The  average  haul  for  goods  carried  under 
“normal”  tariffs  was  70.4  miles  in  1886,  as  against  63.4 in  1904,  while 
the  average  haul  for  commodities  carried  under  “exceptional”  tariffs 
was  83.9  miles  in  1886,  as  against  76.2  in  1904.  This  reduction  in  the 
average  haul  may  be,  in  part,  explained  by  the  increased  use  made  of 
water  transportation.  A  further  and  more  satisfactory  explanation, 
however,  may  be  found  in  the  fact  of  the  more  general  extension  of 
industries  throughout  the  country.  The  uniform  industrial  develop¬ 
ment  of  all  parts  of  the  Prussian  territory  is  one  of  the  conscious 
purposes  of  Prussian  railway  administration. 

Finances  0fP>  mssian  railways. — Inasmuch  as  the  Prussian  railways 
belong  to  the  State,  their  income  and  expenditure  come  within  the 
jurisdiction  of  public  finances.  Railway  propert}',  like  all  public 
property,  is  regarded  as  a  source  of  public  income  or  an  occasion  of 
public  expenditure,  and,  consequently,  railway  rates  in  Prussia  must 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


29 


be  judged  from  the  point  of  view  of  publie  policy  rather  than  that  of 
private  advantage.  Without  undertaking  a  discussion  of  the  extent 
to  which  financial  considerations  may  properly  influence  a  scheme  of 
railway  rates,  a  problem  that- could  not  be  considered  without  passing 
in  review  the  entire  taxing  and  credit  policy  of  the  State,  there  is 
inserted  at  this  point  a  statement  which  shows  the  use  that  has  been 
made  of  moneys  contributed  by  the  railways.  It  covers  the  years 
1882  to  1904,  inclusive. 


Income  account  and  statement  of  railway  investments  and  railway  indebtedness  for  the  Prussian- Hessian  railways  from  1882  to  1904,  inclusive. 


30 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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73 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


31 


The  headings  of  the  columns  in  the  above  table  are  not  translations 
of  the  headings  as  they  appear  in  the  published  statistics,  but  such 
phrases  have  been  selected  as  will  suggest  to  one  familiar  with  railway 
accounting  in  the  United  States  the  character  of  the  data  presented. 
The  second  column  shows  the  operating  income  of  the  Prussian-Hessian 
railways;  the  third,  the  operating  expenses,  and  the  fourth,  what,  in 
.this  country,  is  termed  income  from  operation.  In  the  fifth  column  is 
found  a  statement  of  the  interest  accruing  on  railway  capital.  In 
column  6  is  found  a  statement  of  the  net  available  income;  that  is  to 
say,  of  the  surplus  arising  from  the  gross  earnings  of  the  railways 
after  operating  expenses,  interest,  and  the  slight  payments  for  general 
State  expenses  have  been  met.  The  next  column,  column  7,  shows 
railway  capitalization.  The  figures  which  it  contains  do  not  represent 
the  outstanding  indebtedness,  but  rather  the  investment  of  the  Prussian 
Government  in  railway  property.  They  stand  for  the  balance  sheet 
statement  of  cost  of  road  and  equipment,  according  to  American 
accounting,  although  in  a  Prussian  balance  sheet  there  would  not  be 
set  up  on  the  other  side  of  the  account  an  equal  amount  of  railway 
indebtedness,  for,  as  a  matter  of  fact,  a  considerable  portion  of  the 
securities  representing  this  investment  has  been  extinguished  through 
the  payment  of  the  obligations  incurred  in  the  purchase  and  the  exten¬ 
sion  of  the  railway  system. 

It  is  the  figures  submitted  in  this  column,  however,  rather  than  the 
outstanding  obligations,  which  serve  as  the  basis  for  computing  the 
annual  sinking-fund  payments,  the  amounts  of  which  are  given  in 
column  8.  These  sinking-fund  payments  were  originally  computed  as 
three-fourths  of  1  per  cent,  but  in  recent  years  have  become  a  vaiying 
quantit}L  Column  9  shows  the  amount  of  gross  earnings  from  the 
operation  of  Prussian  railways  available  for  whatever  purpose  the 
Government  may  desire  after  operating  expenses,  interest,  and  sink¬ 
ing-fund  payments  have  been  met.  The  disposal  of  this  fund  is  deter¬ 
mined  by  several  laws,  which,  however,  find  no  mention  in  this  state¬ 
ment.  The  final  column  shows  the  amount  of  outstanding  railway 
indebtedness  for  the  years  named. 

Many  computations  might  be  made  from  the  figures  submitted  in 
the  above  table,  and  many  conclusions  drawn,  but  these  will  be  passed 
over  with  the  exception  of  a  single  comment,  which  calls  attention  to 
the  extent  and  pecuniary  advantage  which  the  Government  of  Prussia 
has  derived  from  the  public  ownership  and  administration  of  railways. 
One  evidence  of  public  advantage  does  not  appear  in  the  figures,  for 
the  railways  of  Germany,  although  state  railways,  are  subject  to  local 
taxation,  and  there  is  included  in  operating  expenses  an  annual  pay¬ 
ment  not  far  from  thirteen  millions  of  marks  a  year  to  the  treasuries 
of  the  local  political  divisions  through  which  the  railway's  run. 


?* 


!  ft 


•  i 

' 


. 


•  i 

’ 


* 


STATEMENT  OE  EXCEPTIONAL  TARIFFS  OF  THE  PRUSSIAN-HES- 
SIAN  RAILWAYS  IN  FORCE  OCTOBER  30,  1904. 

[Prepared  by  Dr.  John  M.  Gitterman.] 

Table  of  contents. 

L.  E.  R. 


No.  16, 
1904. 


Names  of  tariffs. 

Page  of 
Prussian 
tariff. 

Page of 
this 
report. 

1 

Coal,  coke  and  briquets . . . 

712 

34 

2. 

Lignite,  etc . 

718 

40 

3. 

Raw  materials,  fertilizers,  earths,  potaioes,  and  beets, firing  materials  (fuel), 
and  wood  of  Special  Tariff  III,  etc . * . . 

720 

41 

4. 

Earths  and  stones . 

720 

42 

5. 

Cement,  gypsum,  asphalt,  etc . 

726 

46 

6. 

Fertilizers,  salt,  soda,  rosins,  acids,  etc . 

728 

47 

7. 

Iron  ores,  etc . 

733 

51 

8. 

Pig,  foundry,  and  scrap  iron . 

736 

53 

9. 

Iron  and  steel  of  Special  Tariffs  I  and  II . 

738 

55 

10. 

Lead,  zinc,  and  other  metals . 

746 

61 

11. 

Grain,  legumes,  oil  seed,  malt,  and  mill  products . 

749 

64 

12. 

Flax,  hemp,  oakum,  tow,  jute,  and  cordage . 

753 

67 

13. 

Other  field,  meadow,  and  garden  products . . . 

755 

68 

14. 

Wood . 

756 

69 

15. 

Spirits,  alcohol,  beer,  and  yeast . 

761 

73 

lo. 

Starches,  etc . 

762 

74 

17. 

Petroleum  and  naphtha . 

763 

74 

18. 

Palm  oil,  oil  of  palm  kernels,  of  cocoanut,  and  linseed  oil . 

766 

77 

19. 

Sulphur . 

766 

77 

20. 

Yarn,  tissues,  twist . 

766 

77 

21. 

Glass . . . 

768 

78 

22. 

Sugar . 

769 

79 

23. 

Other  seaport  rates,  n.  o.  s . 

769 

80 

24. 

Other  deviations  from  normal  rates,  n.  o.  s . 

780 

SO 

S.  Doc.  244,  59-1,  pt  2 - 3 


33 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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Prussian- Hessian  exceptional  railway  rates  in  force  October  30, 1904 — Continued. 


42 


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54  DIGEST  OP  HEARINGS  ON  RAILWAY  RATES. 


No.  3). 


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56 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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88 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


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DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


24.  OTHER  DEVIATIONS  FROM  NORMAL  RATES,  N.  O.  S. 

[780] 

A.— THROUGH  RATES  FOR  TRAFFIC  BETWEEN  HAMBURG  OR  ALTONA  AND 

GERMAN  OR  FOREIGN  PORTS  ON  BALTIC. 

I.  Between  Hamburg  (or  altona)  and  Kiel. 

A.  For  freight  through  from  Hamburg  or  Altona  to  Kiel,  for  reforwarding  bv 
steamer  or  sailing  ship  to  German  or  foreign  ports  on  Baltic  (with  direct  bill  of 
lading  or  showing  clearly  address  of  ultimate  consignee  or  original  consignor),  the 
rate  is  in  both  directions,  including  port  railway  freight  in  Kiel,  but  excluding  Ham¬ 
burg  or  Altona  quay  dues: 

a.  For  single  shipment,  under  5  tons,  0.80  mk.  per  100  kg.  (6.6  pf.  — (- 10  terminal 
charge).  Bulky  freight  same  rate  but  on  weight  increased  50  per  cent. 

b.  For  quantities  of  at  least  5  tons  from  one  sender  to  one  consignee,  in  car  load 
lots,  0.64  mk.  per  100  kg.  (5.5  pf.  +  6  terminal  charge). 

B.  For  freight  forwarded  by  regular  steamers  between  Kiel,  on  the  one  hand,  and 
Stettin,  Danzig,  Konigsberg,  and  Copenhagen,  on  the  other,  the  rate,  including  Kiel 
port  railway  charge  or  Altona  quay  dues,  but  exclusive  of  Hamburg  quay  charges — 

a.  For  quantities  under  5  tons,  per  100  kg.,  0.80  mk.  (6.6  pf.  -j-  10). 

b.  For  carloads  of  5  tons  and  upward,  per  100  kg.,  0.60  mk.  (4.5  pf.  +12). 

Until  further  notice  the  rates  of  Exceptional  Tariff  B.  b.  are  reduced  10  pf,  per  100 

kg.  for — 

a  Freight  of  all  kinds  from  Copenhagen  to  Hamburg  or  Altona  via  Kiel,  through 
traffic. 

ft  Alcohol  from  Stettin,  Danzig,  and  Konigsberg  to  Altona  (quay)  via  Kiel,  through 
traffic. 

[781] 

y  Alcohol  from  Stettin,  Danzig,  and  Konigsberg  to  Hamburg  H.,  for  immediate 
transfer  to  Free  Port  through  traffic  via  Kiel. 

In  order  to  entitle  shipments  to  the  reduced  rates  of  section  B,  the  bills  of  lading 
must  contain  the  following  data: 

(a) .  In  case  of  freight  from  Hamburg  or  Altona,  statement  that  the  goods  are  to  be 
forwarded  by  steamer  from  Kiel  and  name  of  port  to  which  they  are  to  be  forwarded. 

(b) .  In  case  of  freight  to  Hamburg  or  Altona,  statement  show  ing  name  of  steamer 
on  board  of  which  the  goods  have  arrived  in  Kiel  and  name  of  port  whence  shipped. 

These  rates  were  originated  by  the  former  private  railroad  company  in  competition 
with  Liibeck. 

B.— REDUCTIONS  OF  NORMAL  RATES  IN  INTERIOR  TRAFFIC. 

Daring  suspension  of  ordinary  ship  communication  between  Stettin  and  Swine- 
miinde  by  reason  of  freezing  over  of  the  harbor,  until  further  notice  certain  reduc¬ 
tions  are  made  for  freight  between  Swinemunde  and  Stettin. 

Rates  charged  for  80  km.  (actual  distance  112  km.). 


Classes. 

Reduced 

rates. 

Regular 

rates. 

Express  freight . 

Marks  per 
100  kg. 

2. 10 

Marks  per 
100  kg. 

2. 74 

Piece  goods . 

1.05 

1.37 

Special  tariff  for  named  piece  goods . 

0.81 

1.10 

Class  A1 . . . 

0.71 

0. 95 

Class  B . 

0.60 

0.  79 

Special  Tariff  A2 . 

0.-19 

0.68 

0.62 

Special  Tariff  I . 

0.  45 

Special  Tariff  II . . . 

0. 37 

0. 51 

Special  Tariff  III . 

0.  37 

0.37 

Note. — These  rates  apply  only  to  shipments,  which  according  to  statement  in  bill  of  lading  have 
been  imported  to  or  are  to' be  exported  by  sea  from  Swinemunde.  (L.  E.  R.,  1886,  No.  17.) 


DIGEST  OF  HEADINGS  ON  RAILWAY  RATES. 


91 


C.— IN  RIVER  AND  RAIL  TRAFFIC  VIA  RHINE  AND  MAIN  PORTS. 


(For  shipments  of  Belgian  and  Dutch  origin.) 

For  a  number  of  specially  named  articles,  especially  imports  by  sea,  carried  by  boat 
from  Dutch  or  Belgian  ports  to  Frankfort-on-Main,  Kastel,  Gustavsburg,  Mainz, 
Mannheim,  and  sent  thence  by  rail  to  Switzerland,  or  to  German-Swiss  border,  or 
to  German  transfer  stations  near  the  border  stations,  or  to  Austria-Hungary  (also 
from  Passau,  Regensburg,  or  Deggendorf  by  the  Danube),  the  rates  for  Switzerland 
from  Mannheim  and  to  Austria-Hungary  from  Gustavsburg  are  extended  to  traffic 
from  other  rail  and  river  stations. 

On  traffic  with  Austrian  stations,  the  rates,  including  those  of  the  regular  tariff 
classes,  are  scaled  to  the  competitive  rates  via  Laube  (Elbe  transshipment  point  to 
river  from  rail),  and  approximate  the  rates  which  are  charged  in  the  seaport  excep¬ 
tional  tariffs  to  Austro-Hungarian  stations  from  the  Belgian  and  Dutch  seaports. 
(See  above  page  769,  No.  23.  Seaport  Exceptional  Tariffs.) 

The  various  exceptional  tariffs  on  traffic  to  Belgium  and  the  Netherlands  via  Main 
and  Rhine  rail  and  river  points  are  contained  in  numbers  1  to  23  of  this  statement. 

[782] 

D.— IN  TRAFFIC  TO  AND  FROM  DANUBE  DISTRICTS  OUTSIDE  GERMANY  IN 

GENERAL. 


In  order  to  aid  exports  of  German  products,  direct  rates  via  the  stations  Passau, 
Deggendorf,  and  Regensburg  (all  on  the  Danube)  have  been  instituted.  The  freight 
portions  of  the  Prussian  State  railways  for  goods  of  the  ordinary  classes  are  those 


based  on  the  ordinary  rates. 

For  exceptional  rates  on : 

1.  Ironware,  bar  iron  (Fa^oneisen),  agricultural  machinery .  See  page  742. 

2.  Pig  iron .  See  page  737. 

3.  Coffee,  etc.,  from  North  Sea  and  Baltic  ports,  etc .  See  page  769. 

4.  Palm  oil,  palm  kernel  oil . . .  See  page  766. 

5.  Jute  bags . . .  See  page  767. 


These  reductions  have  been  granted  for  a  limited  period  since  June  15, 1904,  in  the 
interest  of  the  South-German  Danube  Steam  Navigation  Company  for  the  purpose  of 
maintaining  and  fostering  independent  German  navigation  on  the  Danube,  and  are 
to  remain  in  force  only  so  long  as  this  company  remains  under  German  control. 

E.— IN  TRAFFIC  TO  AND  FROM  COUNTRIES  ON  THE  LOWER  DANUBE  (ROUMANIA, 

SERVIA,  BULGARIA,  AND  BEYOND) . 

(a)  Traffic  via  Transshipment  Points  Passau,  Deggendorf,  and  Regensburg. 


The  introduction  of  direct  rates  to  these  countries  at  first  met  with  opposition  from 
a  few  foreign  railways.  (See  L.  E.  R.,  1884,  No.  42,  and  Nov.  28-29, 1884. )  To  facili¬ 
tate  exports  of  German  industrial  products  for  export  to  Passau  and  Regensburg, 
rates  were  established  as  follows: 

1. 


Classes. 

Per  ton  per 
kilometer. 

Terminal 
charges  per 
100  kg. 

Express  goods . 

Pfennigs. 

14.0 

7.0 

6.0 

4.0 

4.0 

4.0 

4.0 

3.0 

2.2 

Pfennigs. 
+20 
+  10 
+10 
+  6 
+  6 
+  6 
+  6 
+  6 
+  6 

Piece  goods  I . 

Piece  goods  II . 

Class  A1 . 

Class  B  . 

Special  Tariff  A- . 

Special  Tariff  I . 

Special  Tariff  II . 

Special  Tariff  III . 

92 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


2.  Iron  and  steel  and  manufactures  of,  machines,  etc.  (see  No.  9,  subdivision  16, 

p.  743). 

3.  Agricultural  implements  and  machines.  (No.  9,  subdivision  14,  note,  p.  742). 

4.  “ Colonial waaren,”  foreign  groceries,  etc.,  for  5  tons,  4.5  pf. ;  for  10  tons,  3.5  pf. 

[783]  5.  Petroleum  and  naphtha  (see  17,  subdivisions  16  and  17,  p.  765). 

6.  Cotton  goods  and  yarn  (for  weaving)  from  Rhine  and  Westphalia,  and  middle 
Rhine  ports. 

.  Pfennigs. 


a.  In  quantities  under  5  tons . . . . .  3. 5+10 

5  tons . . .  2.  86+6.  6 

b.  In  quantities  of  10  tons . . .  2.  6+6 


7.  Sugar  from  Germany,  10  tons,  2.2+6.  (No.  22,  1,  p.  769.) 

8.  Paper  to  Mannheim,  Mainz,  and  Gustavsburg: 

Pfennigs. 


a.  In  quantities  under  5  tons . . .  6. 0+10 

b.  In  quantities  of  5  tons . .  4.  0+6 

c.  In  quantities  of  1.0  tons .  3. 5+6 

9.  Cement  from  Hessian  stations . . . . .  1.  7+6 


( 1-9.  Temporary  tariffs  conditioned  on  the  navigation  on  Danube  being  done  by 
German  corporation.  See  note  under  D,  p.  782.) 

( 6 )  Traffic  from  Northern  Germany  and  Transshipped  to  Danube  at  Vienna. 

From  stations  of  eastern  and  middle  districts  to  river  stations  on  Danube  in  Servia, 
Roumania,  Bulgaria,  and  Russia,  where  steamers  of  the  “First  Austrian  Danube 
Steamship  Company”  touch,  there  is  a  special  combination  tariff  (rail  and  river  via 
Vienna). 

The  rates  apply  only  to  freight  moving  from  Germany  (except  hides  and  skins), 
and  are  as  follows: 


Pfennigs. 

1.  Express  freight .  14.0+20 

2a.  Piece  goods,  Class  I . .  7.0+10 

26.  Piece  goods,  Class  II .  6.  0+10 

3.  Goods  of  all  kinds,  of  5  and  10  tons . .’ .  4.  0+  6 

4.  Iron  and  steel  and  manufactures  of,  machines,  etc.  (See  No.  9,  subdi¬ 

vision  16,  p.  743). 

5.  Cement,  10  tons . . .  1.7+  6 

6.  Sugar  of  all  kinds — 

(а)  5  tons . .  3.  5+  6 

(б)  10  tons . . . . . .  3.0+  6 

7.  Hollow  glassware,  pottery,  and  earthenware,  litharge,  wooden  huts — 

(а)  5  tons . . .  4.  0+  6 

(б)  10  tons . .  3.  0+  6 

8.  Paper  of  all  kinds  and  pasteboard — 

(а)  5  tons . . .  4. 0+  6 

(б)  10  tons . . . . .  3.5+  6 

9.  Roofing  paper,  10  tons .  3.0+  6 

10.  Pipes  of  clay,  chamotte,  and  chamotte  stone  (lire  brick)  — 

(а)  5  tons .  4.  0+  6 

(б)  10  tons .  1.7+  6 

[784]  11.  Wooden  pegs  and  matchwood — 

(а)  5  tons .  4.  0+  6 

(б)  10  tons .  2.2+12 

12.  Cotton  goods,  yarn,  and  twist,  jute  tissues,  linen,  rough  and  unfulled 

cloth,  army  cloth  and  linen,  new  sacks,  cordage,  alcohol,  hides  and 
skins,  5  and  10  tons .  . .  4.  0+  6 

13.  Green  vitriol  — 

(а)  5  tons .  4.  0+  6 

(б)  10  tons .  2.  2+  6 


Note. — On  freight  from  Gleiwitz  and  Nicolai  to  Braila  and  Galatz  the  terminal 
charge  of  6  pfennigs  is  waived.  The  rates  do  not  apply  to  grain,  etc.,  malt,  fruit,  fresh 
and  dried,  plum  jam,  meats  and  preparations  of.  Also  applies  to  (a). 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


93 


(r)  Direct  Traffic  with  Servia,  Bulgaria,  and  Turkey  via  Austria-Hungary. 


Following  rates  in  force  on  German  lines  since  May  1,  1900  (L.  E.  R.,  1898,  No.  12): 

A.  CLASSIFIED  FREIGHT. 


Pfennigs. 

1.  All  classes  of  express  freight  in  any  quantity . . . . , .  14.  O  f  20 

2.  Piece  goods,  Class  1 .  7.  OF  10 

3.  Piece  goods,  Class  II .  6.  0+10 

B.  COMMODITY  TARIFF. 

Pfennigs. 

1.  Freight  of  all  kinds,  5  and  10  tons .  4.0+6 

2.  Eggs  and  killed  poultry  to  Hamburg  and  Stettin,  transit  by  sea,  also 

in  transit  to  France,  Belgium,  and  Holland  via  Aix-la-Chapelle  and 
Herbesthal,  5  tons .  4.9+6 

3.  Live  poultrv,  in  common  freight  cars,  per  square  meter: 

1-100  km . ..  2.0 

101-200  km.  for  additional  distance .  1.  75 

201-300  km.  for  additional  distance .  1.  50  +20 

Over  300  km.  for  additional  distance .  1.  00 

Where  poultry  cars  in  floors  are  used  add  33J  per  cent  to  the  haul¬ 
ing  charge. 


4.  Alcohol  from  Germany,  10  tons . .  2.  6  or  2.  2+6  to  12 

5.  Sugar  from  Germany: 

5  tons .  3.  5 

10  tons .  3.0+6 

6.  Iron  and  steel,  and  manufactures  of,  see  p.  743,  No.  9,  sub.  16 . 

7.  Machinery  of  all  kinds,  military  arms  from  Germany,  rates  of  No.  6, 

above . . 

8.  Paper: 


5  tons . 4.  0 

10  tons . .  3.  5+6 

9.  Glass,  pottery  wares  from  Germany,  slates,  litharge,  etc. : 

5  tons . 4.  0 

10  tons .  3.0+6 

[785]  10.  Crockery,  heavy: 

5  tons .  3.  0 

10  tons .  2.2+6 

11.  Cement,  fire  brick,  etc.,  10  tons . . .  1.  7+6 

12.  Railroad  rolling  stock,  see  p.  745,  No.  9,  subd.  21  and  22 . 

13.  Lead  and  zinc,  copper  plates,  rates  same  as  on  iron,  see  No.  6,  supra. . 

14.  Starch  from  Germany,  5  tons .  4.  0+6 

10  tons,  raw  materials  tariff: 

To  350  km .  .  •  2.2 

Beyond,  for  additional  distances .  1.4+7 

15.  Green  vitriol: 

5  tons . 4.0 

10  tons .  2.2+6 

16.  Roofing  paper,  10  tons .  3.  0+6 

17.  Cotton  and  yarns  and  linens: 

I.  From  Rhine  Westphalian  districts — 

(a)  Under  5  tons .  5-ton  rates 

+  50  per 
cent. 

( b )  5  and  10  tons . . .  3.2+6 

II.  From  other  points: 

Less  than  5  tons .  6.  0+10 

5  and  10  tons .  4.  0+6 

18.  Wooden  pegs: 

5  tons .  4.  0+6 

10  tons .  2.2+12 


On  plums  and  plum  jelly,  grains,  wool  of  all  sorts,  eggs,  alcohol,  sugar,  starch  to 
Germany;  also  on  arsenious  and  chrome  ores,  fresh  fruit,  slate  and  slabs  of,  malt, 
molasses,  bran,  fresh  vegetables,  lignite  briquets,  the  German  domestic  rates  apply. 

For  certain  commodities  to  Constantinople  and  Salonike,  special  rates,  based  on 
the  rates  of  the  Levante  tariff,  exist  (see  p.  800,  infra). 


94 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


(d)  Direct  Traffic  with  Roumania. 

In  order  to  facilitate  the  sale  of  German  products  in  the  Lower  Danube  countries 
through  rates  were  agreed  on  by  the  respective  lines.  The  following  rates  apply  for 
the  German  lines: 

Pf. 

Express  freight .  14.  O  f  20 

Piece  goods,  Class  I .  .  7.  0  1- 10 

Piece  goods,  Class  II .  6.  0+10 

Freight  of  all  kinds,  5  and  10  ton  lots .  4.  0+6 

Commodity  tariffs  for — 

1.  Bones,  limed  scraps  of  leather  for  glue  manufacture,  gas  retort 

carbon,  and  old  iron  from  Roumania,  old  used  sacks,  muriatic 
and  sulphuric  acid,  to  Roumania,  spar,  clay,  slate,  chicory  roots 
and  slices,  coal-tar  pitch,  etc.,  in  10-ton  lots .  2.  2+6 

2.  Wood  pulp  dry,  and  dry  scraps  of  leather  from  Roumania,  mar¬ 

ble  slabs  and  plates,  rosin,  salted  herrings  and  rice  to  Rouma¬ 
nia,  10  tons . . .  3.  0+6 

3.  Wool,  waste  of  wool,  etc.,  10  tons . . .  3.5+6 

[786]  4.  Starch,  glucose,  etc.,  10  tons,  raw  materials  tariff. 

5.  Glass,  paper,  and  pasteboard,  10  tons . .  3.0+6 

6.  Sugar  to  Roumania: 

5  tons . 3.5+6 

10  tons  (to  100  km.  2.6+6,  over  100  km.  2.2+6) . Special  Tariff  III. 

7.  Porcelain,  10  tons .  3.0+6 

8.  Pottery  of  Special  Tariff  III,  including  crucibles  of  clay,  to  Rou¬ 

mania,  chloride  of  magnesium,  and  household  furniture: 

5  tons . 3.0+6 

10  tons .  2.2+6 

9.  Cement,  also  hydraulic  lime,  marble  slabs  and  blocks,  unworked, 
millstones,  to  Roumania;  fire-brick  wares  and  fire-proof  mor¬ 
tar,  etc.,  10  tons .  1.  7+6 

10.  Cotton  goods,  and  yarn  for  weaving: 

I.  From  Rhine- Westphalian  stations  and  Main  ports — 

Under  5-ton  lots .  3.  5+10 

5-ton  lots . .  2.  86+6.  6 

10-ton  lots .  2.  6+6 

II.  For  English  cotton  goods  and  yarns,  via  seaports  and  rail  and 

water  points  on  the  Elbe: 

a.  In  quantities  under  5  tons,  rates  of  carload  lots  +  50  per 
cent. 

b.  In  5  and  10  ton  lots .  3. 2+6 

11.  Eggs  from  Roumania  in  transit,  10  tons .  4.  9+6 

12.  Spices,  coffee,  etc.,  to  Roumania: 

a.  5  tons  (no  terminal  charge) .  4.  0 

b.  10  tons  (no  terminal  charge) .  3.  5 

13.  Bulky  freight: 

In  any  quantity  1£  times  the  rates  of  piece  goods — Class  1 .  10.  5+15 

In  10-ton  lots .  2.  2+6 

14.  Seeds  (except  oil  seeds)  of  all  kinds,  10  tons . .... .  3.  5+6 

15.  Lignite  briquets  to  Roumania,  glass  sand,  ground  bituminous  coal, 

magnesite  and  infusorial  earths:  raw-materials  tariff  or .  2.  2+6 

For  exceptional  tariffs  on: 

Iron  and  steel,  etc.,  see  p.  743,  No.  9,  subd.  16. 

Railway  rolling  stock  and  street  railway  cars,  p.  745,  No.  9,  subd.  21. 
Petroleum  and  benzine,  unrefined,  p.  765,  No.  17,  subd.  15,  16,  17. 

Herrings  and  rice,  p.  776,  No.  23,  subd.  9  (b). 

Meat  and  preparations  of  are  not  carried  at  the  given  rates.  German  domestic 
rates  apply  to  the  following  articles: 

Eggs  (except  in  through  traffic,  for  which  see  No.  11  hereof),  slaughtered  animals, 
fresh  fish,  grains,  legumes,  malt,  milk  products,  oil  cake,  oil-cake  meal,  oil  seeds, 
lumber,  hay  and  straw,  fresh  fruit,  refined  benzine,  refined  petroleum  to  stations 
west  of  the  Elbe.  (See  L.  E.  R.,  1884,  No.  42.) 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


95 


[787] 

(e)  Tariff  for  Freight  via  Frontier  Stations  to  Countries  on  Lower  Danube. 

On  shipments  to  Roumania,  Servia,  and  Bulgaria  and  beyond  to  which  the  rates 
of  (c)  and  (d)  do  not  apply,  there  is  another  exceptional  tariff  to  the  German-Aus- 
trian  frontier  stations  Bodenbach,  Tetschen,  Eger,  Halbstadt,  Myslowitz,  Oderberg, 


Oswiecim,  Simbach,  Dzieditz,  and  Passau  (transit  traffic): 

Pf. 

Express . .  14+20 

Piece  goods,  Class  I . f.  7+10 

Piece  goods,  Class  II .  6+10 

Carload,  Classes  A1  and  B . . .  4+6 

Special  Tariff  A2  and  I . . .  4+6 

Special  Tariff  II .  3+6 

Special  Tariff  III .  2.  2+6 

Special  rates  exist  for — 

1.  Sugar: 

5  tons .  3.  5+6 

10  tons .  3.  0+6 

2.  Coffee,  groceries,  etc.  (“ Colonial waaren”): 

5  tons  (no  terminal  charge) . .  4.  0 

10  tons  (no  terminal  charge. ) . .  3.  5 

3.  Cotton  goods  and  yarns  for  weaving  from  Rhine,  Westphalia,  and  Main 

ports: 

a.  Less  than  5  tons .  3.5+10 

b.  10  tons .  2.  6+6 

c.  5  tons .  10-ton  rates +  10  per  cent. 

4.  Cement,  brick,  and  pottery: 

10  tons . . . .  1.7+6 

For  exceptional  rates  on  iron  and  steel,  see  p.  743,  No.  9,  sec.  16. 


For  exceptional  rates  on  salt  herring  and  rice,  p.  776,  No.  23,  sec.  9,  b. 


F.— TRAFFIC  TO  RUSSIA. 


(a)  Dutch-German-Russian  Union  Traffic. 


I.  Traffic  to  Russia;  excluding  Poland. 

This  tariff  for  exports  of  German  products  to  Russia  contains  the  following  freight 
classes: 

1.  Express  goods. 

2.  Piece  goods  for  freight,  less  than  5  tons. 

3.  Class  A,  goods  for  freight  of  at  least  5  tons. 

4.  Class  B,  goods  for  freight  of  at  least  10  tons. 

5.  Special  Tariffs  I,  II,  and  III. 

6.  Commodity  Tariffs  1A,  2A,  2B,  for  the  more  important  export  articles  of  Ger¬ 
man  industry. 

Special  Tariffs  I,  II,  III,  as  wTell  as  the  Commodity  Tariffs  1A,  2A,  2B,  each  con¬ 
tains  three  subdivisions, — for  less  than  5  tons,  for  5  tons,  and  for  10  tons. 

[788]  The  following  articles  belong  to  Commodity  Tariffs  1A,  2A,  and  2B: 

Commodity  Tariff  1A. — Rosins  (also  colophonium) ,  mineral  waters,  and 
soda  of  all  kinds. 

Commodity  Tariff  2A. — a.  Iron  and  steel  manufactures,  even  in  combination 
with  base  metals,  or  plated  ware,  cf.  Special  Tariff  I,  unless  under  Tariff  2B,  below. 

b.  Base  metals  of  every  kind  (except  iron  and  steel)  and  their  alloys,  un worked, 
as  well  as  all  chips,  grindings,  filings,  etc.,  of  these  metals;  also  tin  slags,  ashes  of 
metal,  and  scrapings  of  lead. 

c.  Manufactures  of  base  metals  and  alloys  of  every  kind.  Applies,  also,  when 
other  materials  are  used  in  connection  therewith,  provided  they  do  not  form  prin¬ 
cipal  part  of  substances.  Litharge,  red,  white,  and  yellow,  of  lead,  and  certain 
instruments,  apparatus,  and  utensils  and  their  parts. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


96 


d.  Lithographic  stones,  touchstones,  whetstones,  fine  and  artificial  emery  stones, 
millstones,  composed  of  several  pieces  (except  sandstone);  further,  all  rough  or 
half-dressed  stones,  except  brick,  roofing  stones,  slate  or  basalt,  as  well  as  stone  set 
forth  in  Commodity  Tariff  2B. 

e.  Marble  tubs,  tombstones,  slabs,  floor  tiles,  memorial  slabs  of  marble  and  of  other 
stone,  as  well  as  stone-mason  work  of  all  kinds,  slabs  for  tiles,  decorative  and  interior 
stonework  in  marble  and  sandstone,  etc. 

Commodity  Tariff  2B. — a.  Pig  iron  of  every  kind,  iron  and  steel  waste,  scrap, 
old  and  broken  iron  and  steel,  as  set  forth  in  classification  of  Special  Tariff  III. 

.  b.  Iron  and  steel,  tinned  with  zinc.  Iron  and  steel  manufactures  as  set  forth  in 
classification  of  Special  Tariff  II.  This  includes  railroad  rolling  stock  in  parts. 

c.  Iron  and  steel  wire,  also  coppered,  in  rolls,  bundles,  crated  or  uncrated,  wire 
cords,  barbed  wire,  wire  clamps,  wire  pegs,  ropes,  cables,  wire  rigging,  fence  wire, 
rivets,  screws,  nuts  and  washers,  ships’  ribs,  nails  and  chains,  wagon  axles  and  spare 
parts,  kitchen  stove  plates,  springs,  etc. 

d.  Lead,  suboxide  of,  yellow  lead,  lead  slags,  and  matt. 

e.  Cement,  and  manufactures  of,  including  slabs,  floor  plates,  mortars,  brick  and 
stone,  including  named  articles  made  of  mosaics,  pipes,  drains,  mangers,  fountains, 
troughs,  gutter  and  sink  stones,  etc. 

f.  Fertilizers,  artificial:  Gas  lime,  lime  ash,  dust  and  powder  thereof,  ammonium 
sulphate,  potassium  sulphate,  potassium  chloride,  sodium  nitrate,  Chile  niter  or 
sqdium  niter,  saltpeter,  acid  lime  phosphate,  hypophosphate,  bone  ash,  white  or  gray 
bone  powder,  calcined  bones,  white  spodium,  Thomas  converter  slag,  Thomas  con¬ 
verter  slag  meal,  phosphorous  converter  slag,  peat  remnant  or  waste,  phosphorite, 
phosphate-bearing  gypsum,  etc. 

g.  Earths:  Fuller’s,  porcelain,  infusorial,  marl,  common  earth,  sand,  and  gravel, 
glass  and  foundry  sand,  marble  dust,  crystal  sand,  trass,  puzzolan  earth,  volcanic 
sand  (excepting  Sicilian). 

h.  Clay:  Porcelain,  china  clay,  kaolin,  clay  of  Gluchow  and  Cornwall,  and  fuller’s 
clay,  loose  and  packed;  every  other  kind  of  clay,  loose  or  in  sacks. 

i.  Ores:  Excepting  gold  and  silver  ores,  nickel  ores,  ore  briquets. 

k.  Salt:  Sea  salt,  common  and  rock  salt,  table  salt  in  bags,  salts,  the  waste  of  salt¬ 
peter  factories,  unmixed  or  denaturized,  for  cattle,  etc. 

[7 89]  1.  Stones  following:  Concrete  of  stone,  filtering  and  drip  stones  and  plates, 

firestones,  millstones  of  one  piece  and  of  composite  sandstone,  coarse  whetstones, 
pyrogranite  (fireproof  brick),  and  fire  brick,  etc. 

m.  Zinc  ash,  slags  and  shavings,  impure  oxide  of  brick,  waste  of  zinc  smelters, 
gray  zinc  blend  and  zinc  dust  arrested  in  the  flue-chest  chambers,  zinc  poussi&re,  etc. 
(1)  For  Northern  Russia,  i.  e.,  to  stations  north  of  the  following  lines:  Bya- 

lystok-Baranovichi-Viasma-Likhoslavl-Moscow-Yaroslov-Archangel,  except  sta¬ 
tions  of  the  line  Byalystok-Grodno-Suvalki: 

Pf.  per 

Express  goods,  German  domestic  express  rates,  Class  B:  tori-km. 

1.  To  612  km .  3.  8 

2.  613  km.  to  1,015  km .  3.  5 

3.  1,016  km.  and  beyond . . .  3.  2 

Class  A,  rates  of  Class  B  and  20  per  cent  additional. 

Piece  goods,  rates  of  Class  B  and  50  per  cent  additional. 

Special  Tariff  I.  10  tons,  rates  of  Class  B;  5  tons,  rates  of  Class  A;  under 

5  tons,  piece-goods  rate. 

Special  Tariff  II.  10  tons: 

To  1,015  km . .  3.5 

1,016  and  beyond . . .  3.  2 

Special  Tariff  II.  5  tons,  rates  of  Class  A;  under  5  tons,  piece-goods  rate. 
Special  Tariff  III.  10  tons: 

Under  100  km . . .  2.  6 

•  Over  100  km _ : .  2.2 

Special  Tariff  III.  5  tons .  3.5 

Special  Tariff  III.  Under  5  tons,  piece-goods  rate. 

Exceptional  Tariff  1A,  10  tons . . .  2.5 

Exceptional  Tariff  2 A,  10  tons .  2.  0 

Exceptional  Tariff  2B,  10  tons . 1.75 

Exceptional  Tariff  1A,  2A,  2B,  5-ton  lots,  rates  of  the  corresponding 
Exceptional  Tariffs  -f-  20  per  cent;  same,  less  than  5-ton  lots,  piece- 
goods  rate. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


97 


(2)  To  Central  and  Southern  Russia,  i.  e.,  to  stations  of  the  lines  Kovel- 
Brest-Byalystok-Baranoviehi-Viasma-Likhoslavl-Moscow'- Yaroslav-  Archangel,  and 
to  stations  south  and  east  of  those  named,  also  to  stations  of  the  line  Byalystok- 
Grodno-Su  walki : 


For  express  goods,  same  rates  as  German  domestic  express  rates.  Pfennigs. 

For  piece-goods  class,  under  5  tons,  as  Class  B  +  50  per  cent .  3.  2 

For  Class  A,  as  Class  B  +  30  per  cent. 

For  Class  B . .  3.  2 

[790]  For  Special  Tariff  I,  of  10  tons .  2.  7 

For  Special  Tariff  I,  of  5  tons,  as  10-ton  class  20  per  cent. 

For  Special  Tariff  I,  under  5  tons,  as  10-ton  class  -j-  40  per  cent. 

For  Special  Tariff  II,  of  10  tons .  2.  2 

For  Special  Tariff  II,  of  5  tons,  as  10-ton  class  4-  20  per  cent. 

For  Special  Tariff  II,  under  5  tons,  as  10-ton  class  +  40  per  cent. 

For  Special  Tariff  III,  of  10  tons .  1.  75 

For  Special  Tariff  III,  of  5  tons,  as  10-ton  class  -(-  20  per  cent. 

For  Special  Tariff  III,  under  5  tons,  as  10-ton  class  +  40  per  cent. 

Exceptional  Tariff  1A: 

10  tons .  2.  5 

5  tons .  .  2.5  -|-  20  per  cent. 

Under  5  tons .  2.5  -j~  40  per  cent. 

Exceptional  Tariff  2A: 

10  tons .  2.  0 

5  tons .  2.0  -j-  20  per  cent. 

Under  5  tons . * .  2.0  -j-  40  per  cent. 

Exceptional  Tariff  2B: 

10  tons .  1.75 

5  tons .  1.75  -f-  20  per  cent. 

Under  5  tons . . .  1.75  -j-  40  per  cent. 


On  shipments  to  northern,  central,  and  southern  Russia  the  rates  on  the  freight 
classed  above  are  exclusive  of  terminal  charge,  except  on  express,  the  terminal 
charge  on  which  is  13  pf.  per  100  kg. ,  and  on  freight  shipped  as  far  only  as  Eydtkuhnen 
(Prussian-Russian  frontier).  On  traffic  to  the  latter  station  the  terminal  charges 
are  as  follows:  Express  freight,  20  pf. ;  ordinary  freight  in  10-ton  lots,  3  pf. ;  with 
proportionate  increases  on  5-ton  lots  and  piece  goods.  On  traffic  to  Russian  stations 
proper  the  Prussian  initial  road  receives  out  of  the  freight  collected  by  the  Russian 
lines  3.48  kopecks  =  7.5  pf. ,  per  100  kg. 

Apart  from  the  classes  named  above,  there  are  exceptional  tariffs  on  various  com¬ 
modities  exported  to  Russia,  for  which  see  Nos.  1  to  23  of  this  statement. 


II.  Traffic  to  Poland ,  i.  e.,  stations  west  of  line  Byalstok-Brest-Kowel. 

For  export  to  Poland  the  regular  German  tariff  classification  obtains  with  same 
rates,  with  modified  terminal  charges,  to  wit:  Up  to  200  km.,  6  pf.  per  100  kg.; 
201-400  km.,  3  pf.  per  100  kg.;  beyond  400  km.,  no  terminal  charges.  Other  tariffs 
are  named  in  Nos.  1-23  hereof. 


III.  Import  traffic  from  Russia,  including  Poland. 

On  imports  from  Russia,  the  tariff  for  German  sections  is  that  of  the  ordinary 
classes  and  Special  Commodity  Tariffs  of  the  German  Normal  Tariff,  Part  I,  with  the 
ordinary  rates.  In  place  of  terminal  charges,  the  German  railways  receive  a  part  of 
the  additional  Russian  fees,  averaging  6  pf.  per  100  kg.,  except  on  express  freight, 
the  terminal  charge  on  which  is  13  pf.,  and  on  alcohol,  the  terminal  charge  of  which 
is  0  pf. 

S.  Doc.  244,  59-1,  pt  2 - 7 


98 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Apart  from  the  regular  classes  of  freight,  the  following  exceptional  tariffs  apply  on 
imports: 

[791] 


No. 


1 


2 


.'3 


4 

■  5  ! 
>6 


7 

8 
9 

10 
11  ! 
12 

13 

14 


15 

16 

17 

18 


Class  of  goods. 


Bristles,  guts,  skins,  hides,  un¬ 
dressed,  lard  and  fat,  cord¬ 
age,  turpentine  oil  refined, 
bladders — 

(а)  5  tons . 

(б)  10  tons . 

Rosin  and  seeds— 

(a)  5  tons . 

( b )  10  tons . 

Old  and  waste  india  rubber 

and  animal  hairs — 

(a)  5  tons . 

( b )  10  tons . 

Eggs,  yolk  and  white  of  eggs, 

10  tons. 

Live  poultry  in  carloads . 

Fertilizers . 


Ropes  and  cordage . 

Guts  and  bladders . 

Hides  and  skins . 

Lard  and  fats . 

Turpentine  (unrefined) 

Rosin . 

Bone  ash . 

Acorns,  etc . 


Grain . 

Flax,  hemp,  oakum,  etc... 
Russian  refined  petroleum 

Piece  goods . .' . 


To  principal  receiving  sta¬ 
tions  from  selected  sections. 


To  German  and  Dutch  ports 
for  export. 

Same  as  1  to  3 . 

To  Prussian  and  Saxon  stations. 


To  Danzig,  Neufahrwasser, 
Konigsberg,  Pillau,  and 
Memel. 


To  east  and  west  Prussian  ports. 
To  German  and  Dutch  stations. 
To  German  stations  east  of  the 
Elbe  and  to  South  Germany. 
To  North  Sea  and  Baltic  ports 
for  export  to  foreign  ports 
and  German  colonies. 


Reduced  rate  per  ton  per 
kilometer. 


Pfennigs. 

1.  (a).. 

.  5.0 

(5).. 

.  4.0 

2.  («)-■ 

.  4.0 

(&)-• 

. 3.5 

3.  (a).. 

.  4.0 

.  (6)-. 

. • . 3.0 

4 . 

.  4.9 

5 . 

. 3.4 

6.  Same  as  domestic  excep- 

tional  rates. 

(7.  The 

respective  Russian 

rates 

are  reckoned  from 

Russian  dispatch  stations 
to  German  destinations  on 
the  following  scale: 

Per  ton  per  km. 

4  Pfennigs. 

For  No.  7  and  9. . .  6. 99-4. 19 

For  No.  8 . 3.49-1.93 

For  No.  10 . . . 5. 24-4. 19 

For  No.  11  and  12.  4. 19-3. 14 

For  No.  13 . 2. 79-1.26 

(For  No.  14 .  2.79 

Page  752. 

Page  753. 

Page  765. 

Page  779,  No.  16. 


Note  to  Nos.  5  and  6:  The  rates  given  do  not  apply  to  traffic  from  Polish  stations 
to  Thorn  and  Prussian  stations  west  of  Thorn. 

[792]  19.  To  Hamburg,  Bremen,  etc.,  for  export  by  sea  to  foreign  countries  and 

German  colonies  for  the  following  articles  of  Russian  export: 

1.  Leather,  and  manufactures  of,  felt,  and  manufactures  of,  manufactures  of 

bristles,  cotton  piece  goods,  embroideries,  furs,  manufactures  of  copper, 
brass  and  copper  alloy,  linen,  hemp,  and  woolen  yarns,  linen,  homespun, 
tissues,  candles,  common  soap,  safety  matches,  glue,  bast-mats,  ropes  and 
twine,  liqueurs,  vodka  (except  alcohol),  5  tons,  6  pf. ;  10  tons,  5  pf. 

2.  Iron  wares  for  locksmiths,  smithies,  etc.,  5  tons,  4.5  pf. ;  10  tons,  4  pf. 

3.  Pottery,  crockery,  and  wooden  ware,  except  furniture,  5  tons,  4.5.  pf. ;  10 

tons,  3  pf. 

The  reduced  rates  of  No.  19  have  been  granted  in  consideration  of  equivalent  re¬ 
ductions  on  German  export  traffic  over  Russian  railroads  (L.  E.  R.,  1895,’ No.  47). 
General  export  rate  for  piece  goods,  6.7. 

No  terminal  charges  except  for  export  piece  goods  and  petroleum.  Prussian  rail¬ 
ways  receive  from  Russian  railways  about  6.0  per  100  kg.,  except  for  petroleum.  On 
alcohol,  etc.,  for  export,  the  regular  rate,  4.5+6,  is  charged. 


(5)  Russian  Union  Traffic  with  Western  and  Eastern  Prussia. 

For  the  direct  traffic  from  Russian  stations  to  stations  of  the  line  Illowo-Dan/.ig- 
Neufahrwasser  (so-called  Russian- West  Prussian  traffic),  also  to  stations  of  the  line 
Prostken-Kbnigsberg-Pillau  (so-called  Russian-East  Prussian  traffic),  there  are  tariffs 
formed  on  the  plan  of  the  Russian-German  Union  tariff  (Cf.  No.  24,  Subd.  F  (a),p. 
787  and  foil.). 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


99 


The  rates  for  Danzig  are  formed  by  additions  to  the  rates  for  Kdnigsberg  as  follows: 
On  herrings  shipped  to  Russia  by  adding  7  kopecks  per  100  kg. 

On  petroleum  shipped  from  Russia  by  adding  6  kopecks  per  100  kg. 

On  sugar  shipped  from  Russia  by  adding  7.02  kopecks  per  100  kg. 

On  wood  shipped  from  Russia  by  adding  6  kopecks  per  100  kg. 

On  all  other  articles  shipped  from  Russia  by  adding  8  kopecks  per  100  kg. 

[793]  (c)  Dutch-German-Russian  Union  Traffic  via  Russian-German  Frontier 

Stations. 

1.  Traffic  from  German  and  Dutch  stations  to  Eydtkuhnen,  Sosnowice,  and  Kat- 
towitz  (transit),  on  export  traffic  to  northern  Russia,  i.  e.,  stations  (north)  of  the 
line  Byalystok-Baranovichi-Viasma-Moscow-Smibratowo  (Yaroslov-Archangel). 

To  Eydtkuhnen,  Prostken,  Ulowo,  Mlawa,  Alexandrowo,  Thorn,  Sosnowice,  and 
Kattowitz  (transit),  on  export  traffic  to  central  and  southern  Russia,  i.  e.,  to  stations 
of  the  line  Kovel-Brest-Byalystok-Baranovichi-Viasma-Likhoslavl-Moscow-Semibra- 
towo  (Yaroslov-Archangel),  and  stations  east  and  south  of  these  lines. 

Also,  on  transit  traffic  of  eggs  from  Eydtkuhnen,  Prostken,  Ulowo,  Alexandrowo, 
and  Thorn  to  German  and  Dutch  stations. 

The  following  rates  are  charged  on  the  German  part  of  the  haul: 


Tariff  classes. 


Express  freight . 

General  piece  goods 
class,  and  special 
tariff  for  certain 
piece  goods. 

Piece  goods  of  Special 
Tariff  I. 

Piece  goods  of  Special 
Tariff  II. 

Piece  goods  of  Special 
Tariff  III. 

Carload  class  A1 . 

Carload  class  B . 

Special  Tariff  A2, 5  tons 
freight,  Special 
Tariff  I. 

Special  Tariff  A2, 5  tons 
freight,  S'p  e  c  i  a  1 
Tariff  II. 

Special  Tariff  1, 10  tons. 

Special  Tariff  II,  10 
tons. 

Special  Tariff  II,  5  tons 
forSpecial  Tariff  III. 

Special  Tariff  III,  10 
tons. 

Commodity  Tariff  1  A. 


Commodity  Tariff  2  A. 


Commodity  Tariff  2  B. 


A. — Northern  Russia. 

Rates  per  ton  km.  in 
pfennigs. 

Terminal 
charges 
per  100 
kg.  in 
pfennigs. 

Double  rates  of  German 

20 

general  piece  goods  class  . 

Rates  of  class  B  +  50$ . 

1 

5 

Rates  of  class  B+50$ . . 

5 

Rates  of  class  B+50$ . 

5 

Rates  of  class  B+50$ . 

5 

Rates  of  class  B+20$ . 

4 

(To  612  km.  (a)  3.8 . 

iFrom  613  to  1,015  km.  (a)  3.5. 

\  3 

(From  1,016  km.  (a)  3.2 . 

j 

Rates  of  class  A1 . 

4 

Rates  of  class  A1 . 

4 

Rates  of  class  B . 

3 

/To  1,015  km.  (a)  3.5 . 

\Beyond  1,015  km.  (a)  3.2 _ 

}  s 

3.5 . 

6 

ITo  100  km.,  2.6 . 

l  a 

"(Beyond,  2.2 . 

r  6 

Under  5-ton  rates  of  general 

5 

piece  goods  class. 

Of  6-ton,  2. 5+20$ . 

4 

Of  10-ton,  2. 5 . 

3 

Under  5-ton  rates  of  gen- 

5 

eral  piece  goods  class. 

Of  5-ton,  2.0+20$ . 

4 

Of  10-ton,  2.0 . 

3 

Under  5- ton  rates  of  general 

5 

piece  goods  class. 

Of  5-ton,  1.75  +  20$ . 

4 

Of  10-ton,  1.75 . 

3 

B. — Central  and  Southern  Russia. 


Rates  per  ton  km.  in 
pfennigs. 


Terminal 
chargesjj 
per  100 
kg.  in 
pfennigs. 


Double  rates  of  G  e  r  m  a  n  20 

piece  goods  class. 

3.2  (i.  e.,  class  B)  +50$ .  5 


2.7+40$ 

2.2+40$ 


4 

4 


1.75+40$ 


4 


3.2+20$ 


3.2 . 

2.7+20$ 


4 

3 

4 


2.2+20$ 


4 


2.7 


5 


2.2 


3 


1.75+20$ 


4 


1.75  .... 
2.5+40$ 

2.5-|-20$ 

2.5 . 

2.0+40$ 


3. 

4. 

4 

3 

4 


2.0+20$  . 

2.0 . 

1.75+40$ 


4 

3 

4 


1.75+20$ 
1.75 . 


4 

3 


(«)  Over  entire  distance. 


100 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


[794]  For  eggs,  white  and  yolk  of  eggs,  from  Eydtkuhnen  and  Prostken  transit 
to  Dutch  and  German  seaports  for  export  over  sea  the  through  rate  is  4.9  +  6.  For 
eggs  from  Eydtkuhnen,  Prostken,  Illowo,  Alexandrowo,  Thorn  transit  to  Herbesthal 
transit  to  Paris  through  Prussia  3.2  and  no  terminal  charge  for  the  Prussian  haul. 
The  classifications  for  1A,  2A,  and  2B  are  found  on  pp.  788-789.  For  special  com¬ 
modity  tariffs  see  Nos.  1  to  23  of  this  statement. 

2.  Traffic  from  German  and  Dutch  stations  to  certain  Polish-German  frontier 
transit  to  the  Warsaw  district,  Poland,  and  to  Russia  (north,  central,  and  southern), 
unless  lower  rates  are  found  elsewhere  herein.  See  C.  1,  supra.  The  German  haul¬ 
ing  charges  are  based  on  the  normal  rates.  The  terminal  charges  are  modified  as 
follows: 


To  Russia: 

Express  freight . 

All  other  classes  to — 

200  km . 

From  201-400  km . 

Beyond  400  km . 

From  Russia: 

Express  freight . 

Piece  goods,  Classes  I  and  II. 
General  carload  lots,  Class  A1 
All  other  tariff  classes . 


Pf.  per  100  kg. 
. 20 

.  6 

.  3 

.  0 

. 20 

.  10 

.  10 

.  6 


Besides  the  above  there  are  other  exceptional  commodity  rates  set  forth  above. 
See  1-23  at  the  proper  places. 


( d )  Traffic  Between*  North  Germany,  Galicia,  and  Southwestern  Russia  via 

Russian-Galician  Frontier. 


For  traffic  with  Southwestern  Russia  to  and  from  Russian-Galician  frontier  sta¬ 
tions,  the  following  reduced  rates  are  in  force  on  the  German  sections: 

For  express  14+20,  piece  goods,  Class  1—7+10,  Class  II  —6+10,  carloads,  Classes 
A1 — 5+6,  Class  B  4+6,  Special  Tariffs  A2 — 4+6,  Special  Tariff  I — 3.5+6,  Special 
Tariff  II — 3+6,  and  Special  Tariff  III — 2.2+6. 

[795]  Also  following  special  reductions: 

1.  Goods  of  piece  goods  Classes  I  and  II —  pfennigs. 

5  tons .  5.0+6 

10  tons .  4.0+6 

2.  Collected  goods  and  goods  of  all  kinds  to  Russia  (for  Sdolbunovo 
and  Shmerinka  and  beyond  to  the  Dnieper) — 

Under  5  tons .  5.7  to  4.8+4. 5 

5  tons .  4.8  to  3.8+3 

10  tons .  3.8  to  3.2+3 

3.  Eggs  from  Russia,  for  export  by  sea .  4.9+6 

4.  For  following  articles  in  traffic  to  Russia — 

a.  Wool,  earthy,  lead  spar  for  bleaching,  10  tons .  «2.7-540 

b.  Sulphuric  acid,  5  tons .  «2.7+40 

Sulphuric  acid,  10  tons .  &2.2+3 

Glass  and  glasswares — finer  grades: 

In  less  than  5-ton  lots . . .  «2.7+40 

5  tons .  «2.7+40 

10  tons .  b2.7+3 

Beet  seeds,  10  tons . .  ^2.7+3 

Mineral  waters,  5  tons,  10  tons .  «2.5+40 

Muriatic  acid: 

5  tons .  «2.2+40 

10  tons . . .  ^2.2+3 

f.  Glass  and  glassware,  common,  in  less  than  5-ton  lots,  5  and  10 

tons.. .  o2.2+3 

g.  Millstones,  composite,  lithographic  stones,  grinding  stones, 

finer  grades  in  less  than  5-ton  lots,  5  and  10  ton  lots .  «2.0+40 


cl. 


c2. 

d. 

e. 


a  From  Silesian  stations  as  far  west  as  Mallmitz  and  Ilerschberg  only  a  terminal 
charge  of  3  pi.  is  made  in  place  of  the  basic  addition  of  40  or  36  pf. 

Further  reduction  by  reason  of  lower  rates  existing  on  shipments  to  stations  west 
of  the  Dnieper.  For  shipments  beyond  those  points  the  regular  rates  of  the  respec¬ 
tive  classes  of  the  Union  Tariff  are  charged. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


101 


4.  For  the  following  articles  in  traffic  to  Russia — Continued. 

h.  White  of  lead,  litharge,  white  of  zinc: 

5  tons  and  less .  « 2.0-j-40* 

10  tons .  &  2.0+3 

i.  Coloring  earths,  common  earths,  5  tons .  2.2  +  6 

Coloring  earths,  common  earths,  10  tons .  a  1.75+36 

k.  Cement,  millstones  (not  mounted),  stones  burnt,  etc.,  10 

tons . . .  al. 75+36  and  2.2+6 

l.  Iron,  steel,  lead,  zinc,  etc.: 

See  page  743,  No.  9,  §  17. 

m.  Phosphorite  of  all  sorts: 

See  page  732,  No.  6,  §  27. 

n.  Poultry  (killed)  from  Russia: 

5  tons .  5.0+6 

10  tons .  4.0+6 

o.  Bed  feathers  from  stations  west  of  the  Dnieper: 

5  tons .  4.0+6 

10  tons .  3.5+6 


[79G.]  p.  Railway  rolling  stock,  etc.  (see  p.  745,  No.  9,  sub.  21). 

The  rates  for  No.  4  hereof  for  less  than  5-ton  lots  and  for  5  tons  are  based  on  the 
10-ton  rate,  increased  by  40  per  cent  or  20  per  cent,  respectively,  but  without  raising 
the  basic  addition. 

The  following  articles  are  hauled  at  the  regular  rates  of  the  German  domestic 
tariff:  Grain,  etc.,  oil  seed,  bran,  eggs,  wool,  sugar,  and  beet  seed  from  Russia. 

The  rates  of  the  tariff  ( d )  do  not  apply  to  the  following  articles:  Meats  and  meat 
preparations,  mill  products,  live  animals  (except  fish,  crabs,  and  poultry),  mo¬ 
lasses,  petroleum  and  naphtha  products,  alcohol,  and  starch. 


( e )  South  German- Austrian,  Russian  Traffic  via  Galician-Russian  Frontier. 


For  the  traffic  between  the  south  German  railways,  including  stations  of  the  dis¬ 
tricts  Frankfort-on-the-Main,  Mainz,  and  St.  Johann-Saarbrucken,  to  Russia  there  is 
special  union  tariff  since  November  1,  1903,  over  certain  Galician-Russian  stations. 
The  German  rates  are  as  follows: 

(Only  on  shipments  to  Russia.) 


Pfennigs. 


Express  freight .  1.  4+20 

Piece  goods,  rates  of  Class  B .  +50  % 

Class  A,  freight  of  any  kind,  5  tons,  rates  of  Class  B .  +20  % 

Class  B,  freight  of  any  kind,  10  tons .  3.2+6 

(Only  to  the  southwestern  frontier  district.) 

Feathers  from  Russia  only  to  the  southwest  border  district: 

5  tons .  4.0+6 

10  tons . 7 .  3.5+6 


Special  rates  may  be  found  for  the  following  articles,  as  follows: 

Artificial  fertilizers,  to  Russia,  page  732,  No.  6,  subd.  24. 

Iron  and  steel,  to  Russia,  page  744,  No.  9,  subdivision  19. 

Wood  pulp,  to  Russia,  page  757,  No.  14,  subd.  7. 

Flax,  etc.,  from  Russia,  page  754,  No.  12,  subd.  2 a. 

Hops  to  Russia,  page  756,  No.  13,  subd.  7. 

The  regular  rates  of  the  Prussian  State  Railways  apply  to  the  followfing  articles 
shipped  from  Russia: 

Grain,  legumes,  malt,  oil  seed,  olives,  maize,  clover  seed,  oil  cakes,  oil-cake  meal, 
intestines,  eggs,  hides  and  skins,  scraps  of  hides,  wet  and  dry;  poultry,  live  and 
killed;  wool. 

(/)  Franco-Belgian-German  Russian  Traffic. 


On  shipments  from  France  and  Belgium  to  Russia  the  rates  for  the  German  haul 
are  based  on  the  German-Russian  union  tariff  (see  F(a),  p.  787).  For  the  regular 


0  From  Silesian  stations  as  far  west  as  Mallmitz  and  Herschberg  only  a  terminal 
charge  of  3  pf.  is  made  in  place  of  the  basic  addition  of  40  or  36  pf. 

Further  reduction  by  reason  of  lower  rates  existing  on  shipments  to  stations  west 
of  the  Dnieper.  For  shipments  beyond  those  points  the  regular  rates  of  the  respec¬ 
tive  classes  of  the  Union  Tariff  are  charged. 


102 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


tariff  classes,  the  rates  are  the  same  as  those  of  the  German-Russian  union  tariff,  but 
without  terminal  charges.  The  following  commodity  rates  exist. 


No. 

Freight. 

District  from  or  to  which  the 
goods  are  sent. 

Reduced  rate  per  ton-km. 

1 

(a)  TO  RUSSIA. 

Cotton,  raw,  and  waste  of . 

From  Dunkirk,  Antwerp,  Bru- 

Pf- 

1.75. 

2 

Crude  rubber  (10  tons) . 

ges,  Brussels,  Ghent,  Lou¬ 
vain,  Ostende,  and  Tournay 
to  Russian  stations. 

From  Paris,  La  Chappelle, 

2.2. 

3 

Iron  and  steel . 

Havre,  Antwerp  (direct  or 
transit)  to  Moscow,  Riga,  and 
St.  Petersburg. 

IFrom  French  and  Belgian 

(See  p.  744,  No.  18b. 

4 

Railway  rolling  stock . 

f  stations. 

\See  p.745,  No.  21. 

1 

2 

(5)  FROM  RUSSIA. 

Bristles,  cordage,  fat,  skins, 
tallow,  turpentine  oil. 

Rosin  and  seeds . 

From  French  and  Belgian 

Rates  given  on  p.  791,  Nos 

3 

Animal  hair,  etc . . 

stations. 

1-5. 

4 

5 

Eggs,  white  and  yolk . 

Live  poultry  in  carload  lots - 

See  p.753,  No.  1. 

6 

Hemp,  flax,  oakum,  and  tow  . . . 

- 

[79S]  G.— TRAFFIC  WITH  ITALY  AND  SOUTH  AUSTRIA. 

In  traffic  with  Italy  and  Austrian  coast  district  (Istria)  there  exist,  besides  the 

.  J  t  ,  •  i»fi\  ii  p.ii _ • _ _ _ uThuih  oirn  v  • 


Reduced  rate  per 

Ordinary 

rate. 

No. 

Case  of  goods. 

ton-kilometer  in 
pfennigs. 

Pfennigs. 

1 

Mineral  waters  to 

5  tons,  4.3  cen- 

5.0  +  6 

Italy. 

times  =  3.5  +  6. 

10  tons,  2.7  cen- 

4.5  +  6 

times  =  2.2  -1-  6. 

2 

Raw  tobacco . 

5  tons,  5  centimes 

6.7  + 10 

=  4.0  +  8. 

10  tons,  3  centimes 

6.0  +  6 

=  2.43  +  6. 

3 

Wine,  common, 
vermouth;  also 

10  tons,  5.5  cen- 

6.0  + 10 

times  =  4.5  +  6. 

wine  must  in 

barrels,  grapes, 
mashed. 

4  centimes  =  3.24 

3.5  +  6 

4 

Leesof  wine  from 

Italian  ports. 

+  6. 

5.0  +  6 

5 

Sumach . 

5  tons,  5  centimes 

=  4.0  +  6. 

10  tons,  4.5  cen- 

4.5  +  6 

times  =  3.6  +  6. 

6 

Cream  of  tartar 

from: 

(a)  Italian  in- 

(a)  6.0  centimes 

6.0  + 10 

land  stations. 

=  4.9  +  6. 

(5)  Italian  port 

(6)  5.0  centimes 

stations,  (a) 
and  (6)  to  Ger¬ 
man  stations. 

=  4.0  +  6. 

B.  Express 

7 

Food  in  full  car- 

7.4  to  5  centimes 

loads  express 

=  5.99  to  4.05 

freight. 

freight  to  Ger¬ 
many,  Holland, 

+  6. 

Belgium,  and 
England. 

8 

Barytes,  white;  to 

2.7  centimes  =  2.2 

4.5  +  6 

Italy. 

-f  ()• 

6.0  +  6 

9 

Chestnut-wood 

5.5  centimes  =  4.5 

extract. 

•+■  6. 

3.5  +  6 

10 

Graphite  from 

2.7  centimes  =  2.2 

Italy. 

+  6. 

Remarks. 


1  and  2.  To  promote  exports 
products  and  transit  traffic. 


of  German 


2.  From  German  seaports.  The  rate  on 
raw  tobacco  from  some  Silesian  stations 
(Bensheim,  Darmstadt,  Frankfort-on- 
Main.  Gustavsburg,  etc.)  is  4.9  pf.  (6  cen¬ 
times)  per  ton-km.  on  shipments  of  at 
least  7  tons. 

3.  On  shipments  between  German  stations 
to  Italian  ports  and  inland  stations  in 
southern  Italy. 

4.  To  compete  with  sea  routes  via  foreign 

ports.  ,  , 

3-0.  To  facilitate  the  import  and  transit 
traffic  of  Italian  products  in  competition 
with  the  sea  route  and  introduced  to  com¬ 
pete  with  French  railway  routes. 


7.  Includes  ovsters,  fish,  meat,  bacon,  game, 
butter,  milk,  cheese,  fat,  eggs,  poultry, 
vegetables,  potatoes,  edible  oils,  pre¬ 
serves,  macaroni,  etc. 

This  tariff  has  been  in  force  for  many 
years  and  serves  particularly  the  through 
traffic  from  Italy  to  England,  Holland, 
and  Belgium  and  to  Berlin,  Cologne,  and 
other  western  points.  To  compete  with 
French  railways  via  Mont  Cenis  and  with 
sea  routes  and  applied  to  the  traffic  via 
St.  Gotthard. 

9.  To  facilitate  imports  into  Germany. 

10.  To  meet  competition  of  the  sea  route. 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


103 


[799]  For  the  exceptional  tariffs  for — 

1.  Bituminous  coal  from  the  Ruhr,  Wurm,  and  Inde  districts  to  Italy  and  southern 

France,  compare  page  716. 

2.  Bituminous  coal  from  Saar  district  to  same,  compare  page  717. 

3.  Lignite  to  Italy,  compare  page  719. 

4.  Soda  and  alum  between  German  and  Italian  stations,  compare  page  732. 

5.  Iron  and  steel  to  Italy,  compare  page  742. 

6.  White  of  lead,  sugar  of  lead,  red  oxide  of  lead,  salt,  oxide  of  zinc,  and  tin  to 

Italy,  compare  page  749. 

7.  Flax,  hemp,  and  jute,  compare  page  754. 

8.  Cordage  to  Italy,  compare  page  755. 

9.  Lumber  and  pipe  wood  to  Italy,  compare  page  760. 

10.  Alcohol,  etc.,  to  Italy,  compare  page  761. 

11.  Beer  in  barrels  to  Italy,  compare  page  762. 

12.  Potato-starch  preparations  to  Italy,  compare  page  762. 

13.  Sulphur  from  Italy,  compare  766. 

14.  Yarns  and  woven  goods  to  Italy,  compare  page  767. 

15.  Glass  to  Italy,  compare  page  768. 

16.  Railway  rolling  stock  and  locomotives  to  Italy,  compare  page  742. 

17.  Raw  sugar  and  molasses  to  Italy,  compare  page  769. 

18.  Ozocerite  from  Dusseldorf  to  Italy,  compare  page  727. 

19.  Especially  named  articles  from  Belgium  and  Holland  to  Italy,  compare  page  773. 
There  is  also  a  special  goods  service  between  Trieste,  Fiume,  Pola,  and  Rovigno,  on 

the  one  side,  and  the  stations  of  the  Eastern  Railways  district  of  Germany  on  the 
other.  The  rates  approximate  to  those  of  the  German-Italian  union  tariff. 

H.—  ADRIATIC-SAXON  TRAFFIC. 

For  traffic  between  the  Saxon  State  Railways  and  the  Austrian  ports  of  Trieste, 
Pola,  and  Rovigno,  and  via  these  ports  with  the  near  East  and  the  Asiatic  ports  by 
way  of  Suez,  there  exists  the  so-called  Adriatic-Saxon  union  tariff,  adopted  also  by 
the  Prussian  competitive  stations  Gorlitz,  Leipzig,  and  Plagwitz-Lindenau.  The  rates 
of  this  tariff  are  based  on  those  of  the  German- Austro-Hungarian  union  tariff,  while 
exceptional  rates  are  accorded  mainly  to  articles  of  export  over  sea.  The  rates  for 
the  short  haul  over  the  Prussian  lines'  are  regulated  by  the  rates  prevailing  on  the 
competitive  Saxon  lines. 

I.— TRAFFIC  WITH  ENGLAND. 


No. 

Freight. 

Reduced 
rate  per 
ton-kilom¬ 
eter. 

Regular 

Rate. 

i 

Collected  freight  from  London  to  Passau  (Bavarian  and  Austrian 

Pfennigs. 

5. 23 

Pfennigs. 

6.0 

2 

Fresh  meat,  game,  poultry,  butter,  fresh  fruit,  and  other  perishable 
commodities  (eggs  excepted)  from  Passau  (Austrian  and  Bavarian 

5.23 

G.  0 

3 

Eggs  from  Passau  (Austrian  and  Bavarian  stations)  to  London,  10  tons. 

4.59 

6.0 

This  tariff  has  been  in  existence  fora  longtime,  especially  for  through  traffic  from 
Austria-Hungary  to  London. 

It  was  retained  on  this  reduced  basis  for  the  through  route  over  Prussian-Hessian 
lines  in  order  to  meet  the  competition  via  Buchs,  Basle,  Delle,  Boulogne,  Dieppe, 
or  Havre  over  the  French  lines. 

[800]  K.— TRAFFIC  TO  THE  NEAR  EAST  VIA  HAMBURG. 

In  combination  with  the  German  Levant  Steamship  Company  of  Hamburg,  a 
tariff  known  as  the  German  Levant,  has  been  established  for  a  direct-goods  service 
from  stations  of  the  Prussian  State  and  other  German  railways  to  the  ports  of  Malta, 
Alexandria,  Alexandrette,  Beirut,  Jaffa,  Mersina,  Piraeus,  Syra,  Smyrna,  Salonika, 
Dedeagatsch,  Constantinople,  Burgas,  Varna,  Kustenje  (Constanza),  Galatz,  Braila, 
Odessa,  Nicolajcff,  Mariupol,  Taganrog,  Noworossisk,  Batum,  Samsun,  Trabezond; 
also  to  otner  ports,  not  ports  of  call  of  the  German  Levant  line;  also  to  stations  of 
Oriental  Railways.  The  object  of  these  exceptional  rates  is  to  increase,  in  competi¬ 
tion  with  other  countries,  the  exports  of  important  German  export  products  to  the 


104 


DIGEST  OF  HEARINGS  ON  RAILWAY  RATES. 


Levant  by  means  of  a  direct  service  from  German  points  of  shipment  to  the  point 
of  destination  beyond  the  sea. 

Besides  the  reduced  sea  freights  of  the  German  Levant  Steamship  Company  and 
of  the  Oriental  Railways,  exceptional  rates  over  the  German  and  Prussian  Railways 
have  been  conceded,  which  decrease  in  inverse  ratio  to  the  length  of  haul  to  Hamburg. 


Description  of  article. 


I.  In  carload  lots  of  10  tons  (minimum): 

1.  Lead  and  zinc,  unworked;  cement,  fire  brick,  iron  of  Special 

Tariffs  II  and  III  (except  articles  mentioned  in  (2)  below);  also 
iron  bracings,  wire  cords,  wire  clamps,  wire  nails  and  pegs, 
wire  ropes,  heel  pegs,  bolts,  screws,  nuts  and  washers,  splints, 
nails,  chains,  grate  bars,  wagon  axles;  also  green  vitriol,  rock  1 

and  common  salt,  clay  and  clay  pipes,  etc . 

On  cement  for  distances  beyond  50  km . . 

On  rock  and  common  salt  in  20-ton  lots  to  Hamburg . 

2.  Alum,  asphalt,  fertilizers,  earth,  earth  colors,  ores,  gypsum, 

potassium  salts,  spar,  stones,  tar,  zinc  plates,  match  boxes, 
etc.;  also  the  following  articles  of  iron  and  steel  of  Special 
Tariff  II:  Structural  iron,  and  steel  of  every  kind,  certain 
parts  of  railway  rolling  stock,  from  pieces,  tracks  for  field 
railways,  dumping  and  mine  cars,  etc . 

3.  Base  metals  and  manufactures  of  (unless  grouped  in  other 

classes),  iron  and  steel  of  Special  Tariff  I  (unless  grouped  in 
1),  litharge,  hollow  glass,  window  glass,  lamps  and  parts  of, 
wooden  pegs,  pottery  and  crockery,  sugar,  etc . 

4.  Red  lead  ( Bleimennige),  white  of  lead  and  zinc,  heavy  glass, 

vitriol  of  copper,  rice,  soda,  sugar  of  lead,  ceresine,  mineral 
waters,  paper  and  cardboard,  roofing  paper,  alcohol,  pottery, 
beer,  yarns  and  tissues  (except  silk),  colors,  wood,  wooden 
ware,  wood  pulp  and  cellulose,  corkwood,  furniture  in  parts 

and  accessories,  oil,  starch,  cordage,  matches,  etc . 

[SOI]  5.  All  other  goods,  unless  subject  to  special  agreement . 

II.  On  5-ton  lots  the  rates  of  No.  1  plus  10  per  cent  of  the  haulage  and 
terminal  charge  apply. 

III.  1.  On  piece  goods '(less  than  5-ton  lots)  of  I,  Nos.  1  to  3,  the  rates 

stated  apply  plus  50  per  cent  of  the  haulage  and  terminal 
charge. 

2.  All  other  goods . 

(L.  E.  R.,1890,  Nos.  7  and9.) 


Per  ton  per 
kilometer  in 
pfennigs. 


Terminal 
charge  per 
100  kg.  in 
pfennigs. 


1.7  to  1.5 


6 

3 

3 


1.7 


6 


2.3  to  2.2 


6 


3.0  to  2.6 
3.4  to  3.0 


6 

6 


4.5  to  3.5 


10 


L.— TRAFFIC  VIA  HAMBURG  TO  GERMAN  EAST  AFRICA. 

After  the  pattern  of  the  Levant  Tariff  (see  K  above),  a  so-called  “East  African 
Tariff”  ( “ Deutscher  Ost-Afrika  Verkehr” )  was  instituted  in  cooperation  with  the 
German  East  African  Steamship  Line,  with  special  through  rates  on  goods  from  the 
stations  of  the  Prussian  and  other  German  State  and  private  railways  to  the  ports  of 
Mombassa,  Tanga,  Pangani,  Saadani,  Bagamoyo,  Dar-es-Salaam,  Zanzibar,  Kilwa, 
Lindi,  Mikindani,  Ibo,  Mozambique,  Quelimane,  Chinde,  Beira,  Delagoa  Bay  (Lau- 
rengo  Marquez),  and  Durban  (Port  Natal).  (L.  E.  R.,  1894,  No.  54.) 

Special  rates  of  the  Levant  traffic  are,  with  few  small  exceptions,  also  in  force  for 
this  direct  service  to  East  African  ports,  etc.  The  German  East  African  Steamship 
Company  has  cooperated  by  granting  specially  low  sea  freights. 

M.— TRAFFIC  TO  SOUTHERN  FRANCE  VIA  LAND  FRONTIER  STATIONS. 

On  traffic  between  stations  of  Southern  France  and  stations  of  the  Kingdom  of 
Saxony,  as  well  as  the  Prussian-Saxon  competitive  stations,  Gera,  Gorlitz,  Karaenz, 
Leipzig,  Plagwitz-Lindenau,  and  Zeitz,  an  exceptional  tariff  was  put  into  effect  June 
1,  1900,  and  applies  also  to  and  from  the  frontier  stations  Altmtinsterol,  Delle,  Ver- 
rieres,  and  Geneva  (transit).  It  affects  both  classified  freight  and  commodities 
hauled  under  Exceptional  Tariffs.  On  the  Prussian  haul  the  normal  rates  are 
charged  unless  the  latter  are  modified  to  meet  the  competition  of  the  French  roads, 
or  the  Saxon-Bavarian-Swiss  route,  or  the  sea  route  from  Marseille,  Cette,  etc.,  to 
Hamburg. 

[802]  N.— FREIGHT  REDUCTIONS  ON  TRAFFIC  TRANSFERRED  FROM  AND  TO 

SECONDARY  LINES. 

Rates  of  freight  in  c.  1.  lots  are  generally  reduced  2  pf.  per  100  kg.  from  the  transit 
station  when  transferred  from  and  to  secondary  lines. 

o 


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